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This stand-by Generator built by Cummins has an industrialized, stationery version of the Cummins B-platform engine that is intended for continuous operation.
This generator set was built on May 15, 1992.
Generator, Cummins, QTY:1 – New York City Department of Citywide Administrative Services Surplus
Source: Public Surplus: Auction #1503188
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This Suburban, produced 2 years before Detroit Diesel would introduce the 6.2 liter diesel and while the pickup was still utilizing the version of the 350 Small Block V8 that had been converted to a Diesel engine; has this very gasoline engine that I loathe- the 350 Small Block V8.
I dislike the 350 Small Block V8 because of it being the most common gasoline engine in a GM truck, while the other gasoline engines make the vehicle more special and unique.
This Suburban is the base, work truck trim level called the ‘Custom Deluxe’.
This Suburban, having resided in Arizona all it’s life; is rust-free and the paint is most certainly faded.
1980 CHEVY SUBURBAN C002 – Peoria Unified School District #11 Surplus
Source: Public Surplus: Auction #1508874
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This Suburban, being from one of the bodystyles that I like-the GMT400, and being the bodystyle that we buy in “Early Life And Continuous Livelihood” has the only gasoline engine that I would buy in a Suburban of this vintage and in the preceding 1973-1991 bodystyle- the 454 Big Block V8.
Over my dead body would I ever purchase and drive a Suburban and a K5 Blazer/2-door Tahoe with the 350 Small Block V8.
I personally loathe the 350 V8, and I would also rather have a GM truck of this vintage with the 305 Small Block V8 and the 4.3 Liter V6-a 350 V8 with 2 cylinders removed to create a V6 engine.
1996 CHEVROLET SUBURBAN – Indiana State Fleet Services Surplus
Source: Public Surplus: Auction #1513932
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A school district in Ohio, the same one where I posted about buses that they’ve had up for auction on this very blog; is auctioning off Jeep CJ-8 Scrambler pickup bed tailgates that have never been opened or touched, and are still in the original box that they’ve been packaged in.
These parts were packaged by Chrysler and had been produced under the design template that they had inherited from AMC.
I heard that after Chrysler had bought AMC and Jeep, that they had destroyed the entire inventory of AMC spare parts so that they can sell their own new cars and new Jeeps that have been produced under the ownership of Chrysler, rather than repairing AMC passenger cars that were still on the road and Jeeps that have been produced under the ownership of AMC.
I must be wrong about Chrysler not having wanted to supply parts for AMC passenger cars and Jeeps that have been produced under the ownership of AMC.
L- 3- 1989 Jeep Tailgates New in paper. C-35 – Ohio Schools Council Surplus
Source: Public Surplus: Auction #1512891
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Besides the Rover/Land Rover plant in Solihull, another plant in England that is highly regarded and celebrated is the Ford Dagenham, England assembly plant.
The Ford Dagenham plant had produced Ford/Fordson tractors, and Sierras for the British market were manufactured there from the Sierra’s introduction in 1981 until 1990 when production for the whole entire European market (The British Isles and Continental Europe) was consolidated entirely in the Antwerp, Belgium plant.
The Dagenham plant had replaced the earlier Trafford Park, England plant; and the Dagenham plant’s architecture and layout had been modeled after the Ford River Rouge complex in Dearborn, Michigan. On May 17, 1929; Henry Ford’s son Edsel had cut the first sod on the reclaimed marshland. Construction of the site took two years with the first vehicle, a Model AA truck, rolling off the production line in October, 1931. After vehicle assembly had ended in 2002, the plant continued onwards with an expanded engine facility making it a global center of excellence for diesel engineering. As Henry Ford’s son Edsel (for whom the Edsel passenger car for the North American market had been named after) cut the first sod on May 17, 1929, it was perhaps oracular that he hit a large stone and bent the spade, not for the last time would Ford find itself facing hard times. But then, as now, Ford quickly rose to the challenge and some nifty work with a hammer and railway track soon remedied the problem and digging continued. The site, reclaimed marshland previously used for London’s waste, presented its own problems. Around 22,000 concrete piles were driven 80 feet into the ground to form the base of the building. Construction took two years and over a single weekend in September, 1931; special trains carried 2,000 employees, their families and possessions; from the outgoing Ford plant at Trafford Park to their new life in Dagenham. A hospital, foundry, quayside, and a power station completed the site.
On October 1, 1931 at 1:16 P.M, the first vehicle to be built at Dagenham left the production line. It was a Model AA truck that had been driven off the assembly line by Sir Rowland Smith, who was Ford’s General Manager at the time. Built at a cost of £5 million, the Dagenham factory opened in the depths of the depression and, although business was slow at first; the British press had referred to Dagenham as a “magnificent gesture of faith in Britain’s commercial future, and a lighthouse of hope in a storm-tossed sea of industry.” Before WWII, Dagenham built the unimaginatively named 8hp, 10hp, 22hp and 30hp ranges. It also built the Model Y (also known as the Ford Popular), the first and only full size car thus far to be offered at just £100. From 1939 war production took over with 360,000 light vans, army trucks, balloon winches, mobile canteens and Ford V8-powered Bren Gun carriers rolling off the lines. Dagenham was also responsible for building 34,000 Merlin aircraft engines and 95% of Britain’s vitally important tractor production. And all this took place as over 200 German bombs landed on the Dagenham estate.
In the post war years, Dagenham turned its interests to the revolutionary Consul and Zephyr range of cars. Major expansion in the 1950s increased floor space by 50% and doubled production. By 1953 the site occupied four million square feet and employed 40,000 people. As the 1960’s took hold, Dagenham moved on to build a car that was destined to become one of Britain’s favorites: the Ford Cortina. By the time the last Cortina left the assembly line in 1982, the plant had built over three million of them. By this time, Dagenham was already producing the Ford Fiesta, which had been introduced in 1976. When production for the British market had commenced in 1981, the Fiesta had been joined by the Ford Sierra, which replaced the Cortina.
In May, 2000; the shocking announcement came that passenger car assembly at Dagenham would cease and on February 20, 2002; the vehicle assembly lines stopped for the last time. In the 71 years of its existence; Dagenham had built 10,980,368 cars, trucks and tractors. Placed end to end they would stretch over 400,000km – enough vehicles to circle the world 10 times over. But Dagenham was not finished. Thriving press shop and transport operations were joined by expanded engine facilities, making Dagenham Ford’s global center of excellence for diesel engine engineering. The last passenger car to ever be produced at Dagenham was the Mark IV Fiesta until production ceased in 2002 and from that point on until the present day as of the time of this writing; the plant would solely build diesel engines for passenger cars.
The Ford Basildon, England factory was built in the 1960’s to produce the new Ford World series tractors (also known as the Ford 6X series). The factory was built at Basildon in Essex and is located a few miles from Ford’s existing facility at Dagenham, also located in Essex. Tractor production had been moved from Dagenham to Basildon so that Dagenham could concentrate solely on building passenger cars and engines and not have to be cross-subsidized by tractor production. This move had also allowed Ford to expand car and engine production to a larger amount with the space in the plant being freed up by tractor production having been moved to Basildon. Engines from Dagenham were being used in the new tractor assembly plant along with other castings from the facilities in the large foundry complex. The Ford Motor Company had sold their tractor division to Fiat in 1991, and by the year 2000; Fiat had to discontinue use of the Ford name and could only market the tractors with the New Holland name from 2001 on.
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I personally venerate the Rover plant in Solihull, England for the charming, clannish, and pastoral location; rough terrain (of which Land Rovers have been tested on before the North plant had been constructed in 1956 and the East plant had been constructed in 1975; and where engineer Charles Spencer King is said to have been convinced by coil springs when driving a Rover P6 across rough scrubland on part of the Solihull factory site that was being redeveloped).
The original building at the Solihull complex that had originally been built by the British Government in 1938 as a “shadow factory” (and was named No. 2 Solihull) to be allocated to the Rover Company upon their assignment to build Bristol Hercules Aircraft Engines; itself is quaint and cozy inside and out, the dirt lot in between the original plant and the entrance to the North plant that had built the P6 and the Range Rover is quaint to be on, the design studio located inside the original plant where all Rover passenger cars produced since 1949 and every Land Rover model ever made is its own right; pleasant to visit and be inside of. I personally think that when in 1968, Princess Margaret was chauffeured in a Jaguar Vanden Plas to the Rover Solihull complex to experience a Rover turbine-powered passenger car; she was welcomed by the pleasant setting of the Solihull complex; and even the front façade of the original portion of the Solihull plant itself being warm and inviting. The turbine engine business of Rover at some point in time had been purchased by Rolls Royce and over time, it has evolved into the Rolls Royce aircraft engine business that we know of today.
In 1978, British Leyland (a Rover merged with other companies started first by Rover merging with Leyland Motors in 1967) spun off Land Rover into a separate entity but was and is still highly associated with the Rover Company and its core passenger car business.
Solihull in England is to Land Rover what Toledo, Ohio has always been to Jeep; especially when there were Willys passenger cars produced at the old Toledo plant before the war, some Willys passenger cars were produced alongside Jeeps after the war, and some Kaiser passenger cars had also been produced alongside Jeeps at the old Toledo plant during the time when Kaiser owned Jeep before AMC had purchased it in 1970. In other words, make a long story short; Solihull is the ancestral home of Land Rover as much as Toledo, Ohio is the ancestral home of Jeep.
How the Buick/Rover V8 ever came to be under the possession of the British, became the most celebrated and well-regarded engine the world over in a Land Rover; and became a very important engine in British motoring history and well-respected and well regarded engine for passenger cars inside of Britain; is that GM had become infuriated with the early manufacturing processes of manufacturing an aluminum block and the troubles caused by the technology of the time to manufacture an engine out of an aluminum block. The aluminum engine was also relatively expensive to produce and it suffered problems with oil and coolant sealing, as well as with radiator clogging from use of antifreeze available at the time that was incompatible with aluminum. As a result, General Motors ceased production of this all-aluminum engine after 1963. In January 1964, Rover gave American operations head J. Bruce McWilliams permission to investigate the possible purchase of an American V8 engine for Rover cars. It is usually said that McWilliams first saw the Buick V8 at the works of Mercury Marine, where he was discussing the sale of Rover gas turbines and diesel engines to the company (Mercury certainly did use the Land Rover 2.2 liter diesel engine in marinized form). However, it is likely that McWilliams was aware of the Buick engine before this. Anyhow, McWilliams realized that the lightweight Buick V8 would be ideal for smaller British cars (indeed, it weighed less than many of the 4-cylinder engines it would replace). McWilliams and William Martin-Hurst began an aggressive campaign to convince GM to sell the tooling, which they finally agreed to do in January, 1965. Retiring Buick engineer Joe Turlay moved to Britain to act as a consultant for further engineering and manufacturing of this engine.
This Buick engine had also spawned a V6 sibling that is the V8 with 2 cylinders removed to create a V6; was displaced at 3.7 liters, is the earliest ancestor of the GM 3.8 liter V6; and the tooling for this engine had been sold to Kaiser to power CJs in 1965 just like how it’s V8 brethren had been sold to the British to power Rover passenger cars and Land Rovers. Within Kaiser and Jeep, the engine had become known as the Dauntless 225 (225 being the cubic inch displacement for this V6 engine). When AMC had purchased Jeep in 1970, AMC began to use their own homegrown inline-6 engines (of which have evolved into the later Jeep 4.0 liter inline-6 that had been produced from 1997-2005); and no longer had a need for this Buick V6 engine or Kaiser’s own homegrown Torpedo inline-6 that had been used in the Jeep SJ Full-Size pickup trucks and SUVs. So away went the Torpedo inline-6, and coincidentally; as the fuel crisis of 1973 had loomed, General Motors came into realization that they need a powerful, responsive, yet thrifty engine as a fuel-efficient alternative to the ubitquous, monstrous, and sometimes medium-sized gas-guzzling V8s (such as the 350, 400, 454, and 455 V8s produced by each GM division). So General Motors had purchased back the tooling for this V6 engine from AMC, the engine had been displaced at 231 cubic inches/3.8 liters starting in 1974; and the engine had gone on to power several GM passenger cars until 2006.
Also when AMC had purchased Jeep in 1970, AMC had spun off Jeep into a separate entity called the Jeep Company that still had been highly associated with AMC’s passenger cars (including the eventual AMC Eagle that utilized a modified version of the CJ drivetrain); and the military and governmental vehicle division had been spun off by AM General, remained a wholly separate company after Chrysler had purchased AMC and Jeep in 1987; and had been eventually purchased by REMCO in 1992. Just like how British Leyland had spun off Land Rover into a separate entity but was and is still highly associated with the Rover Company and its core passenger car business; in 1978.
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A T3 Transporter/Vanagon that’s a camper model with the Westfalia retractable roof parked on someone’s property located not too far from where the Crosley/Voice Of America Bethany, Ohio transmitter site was located and where the VOA museum is now located in the converted transmitter building; and where the WLW-AM transmitter site in Mason, Ohio is located.
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I don’t really have an interest in crayons. I find crayons being an integral part to school assignments in schools across the nation as hogwash.
I also find crayons as a child’s play thing in their residency at home also to be hogwash.
As you may expect, I view crayons philosophically.
For one thing, for an unknown (and what I personally find surprising) reason; companies such as Goodyear Tire and Continental Oil (now Conoco) had produced crayons at one time.
There was once a crayon manufacturer headquartered in Akron, Ohio and it’s manufacturing plant was located in Port Clinton, Ohio (located near Sandusky, Ohio) at 215 Maple Street called the Colonial Crayon Company. The company had closed it’s doors and had filed for dissolution in February, 1920.
The Colonial Crayon company’s manufacturing plant was located either where there is now a slab overgrown with weeds, or the large, ancient-looking industrial factory located next door.
Crayons have their origin in grease pencils/china markers. Crayons, in fact; were invented to be never originally intended for coloring purposes, but to make markings on an object like why one would use a china marker today.
Crayola’s parent company, Binney & Smith; located somewhere in Pennsylvania, got it’s start by making color pigments (such as black for the rubber to make tires) and red pigments for paint intended to paint barns ‘Barn Red’.
According to Wikipedia, in 1902; Binney & Smith had developed and introduced the Staonal marking crayon. Then, Edwin Binney, working with his wife, whose name was Alice Stead Binney, had developed his own famous product line of wax crayons beginning on June 10, 1903. The crayons were sold under the brand name “Crayola” from that point forward. The Crayola name was coined by Alice Binney, a former schoolteacher. The name comes from “craie”, French for “chalk,” and “ola” for “oleaginous”, or “oily”. The suffix “-ola” was also popular in commercial use at the time, lending itself to products such as the granola, pianola, Victrola, Shinola; and Mazola from the 1890’s through the 19-teens.
Binney & Smith had created the Crayola line of crayons for drawing and educational purposes, while the Rubens line of crayons was created for professional artists and college art students.
In 1926, had purchased the Munsell company’s product line (formed by Albert Munsell, father of the modern color wheel); and had inherited 22 new crayon colors in the process.
In 1984, Hallmark Cards had purchased Binney & Smith outright; and Binney & Smith remains a subsidiary to Hallmark Cards to this very day.
Binney & Smith had created the Crayola line of crayons in 1903. The original lineup consisted of the 8 primary colors (Red, Blue, Black, Yellow, Green, Violet/Purple; and Pink. In 1930, the lineup had been expanded with more colors of crayon being created such as Carnation Pink, Yellow-Orange, Blue-Green, the original Red-Violet, Red-Orange, Yellow-Green, Blue-Violet; and White. As of 1999, the lineup consisted of 24 colors and had included colors such as the current-generation Violet-Red, Scarlet, Dandelion, Green-Yellow, Cerulean, Indigo, Apricot; and Gray.
In 1958, pastel colors that were popular during the 1950’s; such as Brick Red, Orange-Red, Bittersweet, Burnt Orange, Orange-Yellow, Green-Yellow, Spring Green, Light Blue, Cornflower, Green-Blue, Navy Blue, Cadet Blue, Periwinkle, Plum, Mulberry, Lavender II, Violet-Red, Melon, Raw Sienna, Tan, Apricot, Blue-Gray had been added by Binney & Smith. Pine Green and Violet II had been resurrected after having originally ended production in 1949, Peach had been resurrected after having ended production in 1956, Copper had been resurrected for the first time since 1915; and Sepia had been resurrected after having originally ended production in 1944. These colors were the result of men working at the upper management at Binney & Smith holding meetings having concluded that colors in tune with the times needed to be added to the collection. These meetings were conducted in 1950’s style and mentality.
In 1990, Binney & Smith had introduced a line of colors with a silver hue for their crayons; such as Cerulean Frost, Glossy Grape, Lilac Luster, Misty Moss, Polished Pine, Rose Dust, Steel Teal, Sugar Plum, Twilight Lavender; and Wintergreen Dream to name a few.
In 1992, Binney & Smith had introduced a lineup of crayon colors intended to appeal to a multicultural children’s audience; most likely targeted towards children in the Middle East and on the Indian subcontinent. These colors consisted mostly of colors that were introduced in 1903 and in 1958, with the exception of only one color that had been introduced in 1949; and that color is Mahogany.
In 1994, Binney & Smith had introduced the very famous and controversial scented crayons dubbed “Magic Scent”. They’re controversial because many parents had complained to Binney & Smith that their children utilizing the crayons scented after food had found them delectable to eat. Foods such as Cherry, Chocolate, Banana; and Lemon were just a few out of the many foods that Binney & Smith had scented these crayons after. How Binney & Smith was able to extract the actual smells for the fragrances used during the manufacture of these crayons is a good question.
Also in 1994, Binney & Smith had introduced a line of crayons whose colors are modeled after precious gemstones. Binney & Smith had dubbed this line of crayons “Gem Tones”. Binney & Smith had given the colors in this line of crayons names such as Emerald, Jade, Amethyst, Sapphire, Smokey Topaz, Tiger’s Eye; and Malachite.
And also in 1994, Binney & Smith had introduced a line of crayons that glow in the dark. How they were able to formulate the chemical compound in these crayons so that they glowed in the dark is a good question.
In 1995, Binney & Smith had introduced a line of crayons where the deposited wax, once on the paper; changes color once the user would color over the wax with an off-white crayon that would change the color from the “From color” to the “To color”. How Binney & Smith was able to develop the wax that allowed itself to change from one color to another is a good question.
In 1997, Binney & Smith had introduced an entirely new line of scented crayons to replace the aforementioned ones that were introduced a few years earlier in 1994. This new generation of scented crayons was dubbed “Color N’ Smell”. I personally would prefer to dub them “Color & Smell”. None of these scented crayons from the new generation were scented after foods. This new generation of scented crayons had colors named in such a manner as “Earthworm”, “Fresh Air”, “Pine Tree”; and “Saw Dust”.
Also in 1997, Binney & Smith had introduced a few more lines of crayons dubbed “Star Brite”, “Color Mix-Up” (which contained a solid color with flecks of two other colors in it); and “Pearl Brite”, which consisted of colors with names such as Aqua Pearl and Orchid Pearl.
Last, in 1997; Binney & Smith had released a line of crayons with glitter as part of a Special Effects crayons package. This line of crayons was simply dubbed “Crayons With Glitter”.
In 2001, after a 4 year hiatus of introducing new products; Binney & Smith had released two new lines of crayons, dubbed “Metallic FX” and “Gel FX”. I personally would prefer to dub them “Metallic Effects” and “Gel Effects”. The “Metallic Effects” line of crayons were similar to the line modeled after precious gemstones that had been introduced in 1994.
In 2002, Binney & Smith had introduced the 3rd generation of scented crayons dubbed “Silly Scents”. Also in 2002, Binney & Smith had introduced a line of crayons dubbed “Heads N’ Tails”, which I personally prefer to dub “Heads & Tails”. This line of crayons consisted of those that were double-sided and encased in plastic tubes. This line of crayons was a prototype of the “Twistable” line of crayons that were to come later in 2004.
In 2004, Binney & Smith introduces the so-called ‘twistable’ crayons, in both full-sized and in miniature sizes.
In 2007, Binney & Smith introduces the so-called ‘twistable’ crayons as part of a separate line that they dub “True To Life”. This line of colors consists of colors that are well, true to life as the name implies; and has color names such as Grand Canyon, Sahara Desert; and Caribbean Current.
In 2009, Binney & Smith had introduced a line of the so-called ‘twistable’ crayons oddly called “Extreme Twistable Colors” with color names such as Fiery Rose, Winter Sky; and Frostbite.
Finally, the second most important factor pertaining to crayons after me viewing crayons philosophically and not as a children’s item whiter it involves a school assignment or coloring while the children are at home; are my paternal grandmother, an artist involved with ceramics, dollmaking, and painting; having used professional grade crayons for some of her art endeavors.
It would be interesting to find if an automotive paint supplier, such as PPG and DuPont; would receive a license from Binney & Smith to duplicate any of their crayon colors as colors a customer (such as the Detroit 3 automakers, the Japanese car companies; and the Korean car companies) would offer the consumer as a color choice on their car. Maybe, perhaps; the line of colors that Binney & Smith had introduced in 1990 with a silver hue to them and/or the line of colors modeled after precious gemstones that was introduced in 1994.
My paternal grandmother had also used encaustic paint for some of her paintings. We’ll get to talking about my paternal grandmother’s encaustic paintings in another post.
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For the life of me, I can never figure out why a woman named Sheryl Leach, a former teacher; would want to create a dinosaur character by the way of a man acting in a costume and speaking with a certain voice named Barney.
Why would Sheryl Leach want to name the character Barney? All I can think of is some random male figure in real life being named Barney.
Sheryl Leach created the program in 1986 as a television program that would appeal to her young son, the character Barney was originally intended to be a teddy bear, but had ultimately wound up being a Dinosaur at the end of the day. Throughout the remainder of the 1980’s and the very early 1990’s, the series was only available on VHS tape and was not yet a regular series on television.
Sheryl Leach is exactly the same age as my father is, and she deserves to live a comfortable life off of the money made by royalties and such that she earns from ‘Barney’.
What’s more important is that Shari’s newest show, Lamb Chop’s Play Along; had also debuted on PBS in 1992. Although professionally speaking, Shari’s newest show was never as successful on PBS as Barney had been.
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Until now, I’ve talked about American broadcasting entities (CBS, ABC, and NBC) with regards to my interest in broadcasting.
Though I may be an American, I have an interest in and a great amount of respect for the Canadian Broadcasting Corporation (CBC).
The CBC’s news department was created in January, 1941 during the public broadcaster’s days strictly on the radio. When the CBC had expanded into television in 1952, it’s news department followed it’s network parent into the up and coming form of broadcasting.
Canada has been late to the game with regards to television. The United States had invented television in the 1920’s, a few experimental television stations had signed on in the late 1920’s, more experimental stations had signed on during the 1930’s and early 1940’s, these experimental stations had been granted full-fledged commercial status and new commercial stations had signed on almost immediately after WWII in the mid-late 1940’s, by the late 1950’s; television had become fully established and well accepted by the American people of the time; and by the 1960’s, television had become a social norm in American culture.
Canada, meanwhile; didn’t see it’s first television stations and network until 1952 when the CRTC had finally opened itself up to giving out television licenses following WWII; the CBC had jumped on the bandwagon of Canada’s newly established television allocation immediately; many independent television stations had signed on like hotcakes throughout the remainder of the 1950’s, and by 1961; a new private network that would become the CBC’s arch rival-CTV had commenced operations. Stations such as Canadian Marconi’s CFCF-TV had signed on in 1961 and had joined the brand-new television network just as both the television station and the network as a whole were commencing operations.
Though I don’t care about Hockey, the NHL had quickly settled comfortably being broadcasted by the way of CBC’s new medium with the inauguration of their new television network in 1952. Their coverage of NHL events, called ‘Hockey Night In Canada’; had begun on CNR Radio in 1931, then had moved over to the predecessor to the CBC-the Canadian Radio Broadcasting Commission (CRBC) in 1933, had later moved over to the newly created CBC Radio in 1936. The last time that the CBC had ever broadcasted an NHL event audibly over their radio network was in 1976. From 1952-1976, the CBC had broadcasted NHL events simultaneously on both the radio and on television.
With the CBC having lost many of it’s rights to televise sporting events in recent years, including the NHL after 70 some odd years to the Rogers Corporation’s cable channels; the state-owned & operated broadcasting entity, in 2015; has decided to nearly abolish their sports department altogether with the exception of strictly bidding on the Canadian television rights to future Olympic Games (Winter & Summer) and the Commonwealth Games. In other words, only sporting events that matter culturally to the Canadian people and represent Canada as a whole entire nation; will the CBC pursue televising from this point forward.
The habit of the television rights to sporting events increasing incessantly as time goes on has finally reached Canada. Although the CBC had paid a record amount for their outgoing rights to the NHL in the mid-2000’s at the cost of general primetime and cultural programming and even eating away some allocated funds for their news department.
CNR, by the way; stood for Canadian National Railways Radio Division and is the CBC’s earliest ancestor. CNR Radio was later taken over by the Canadian government to become the CRBC, and finally; the CBC. The government takeover by the Canadian government had occurred in 1933.
It personally matters to me as to why Peter Mansbridge and his family had immigrated to Canada from England when he was 3 years old, which one of Wendy Mesley’s ancestors had immigrated to Canada from England, which one of Don Newman’s ancestors had immigrated to Canada from England, which one of Knowlton Nash’s ancestors had immigrated to Canada from England, which one of Linden MacIntyre’s ancestors had immigrated to Canada from Scotland, which one of Keith Boag’s ancestors had immigrated to Canada from Scotland, which one of Neil MacDonald’s ancestors had immigrated to England from Scotland; and which one of Adrienne Arsenault’s ancestors had immigrated to Canada from France.
Wendy Mesley, at one time; had worked at CFRB-AM, and at another time; had worked as a reporter at CFCF-TV. Below is a photo from her days at CFRB-AM.
Wendy Mesley as of 1993:
https://twitter.com/cbc_archives/status/547435787042979840
Peter Mansbridge reporting from Vietnam during the late 1960’s and early 1970’s:
Peter Mansbridge as of the 1980’s:
Peter Mansbridge at the Great Wall of China in 1976:
Adrienne Arsenault reporting on the death of Knowlton Nash in 2014:
Videos about the passing of Knowlton Nash:
I totally respect Knowlton Nash’s wish for wanting the cremated remains of his body stored in a film canister. I personally do not think that is odd.
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Matthew Parij 