Quarenta Paisagens Inéditas do Rio de Janeiro, São Paulo, Paraná e Santa Catarina por J. B. Debret, Apresentação de J. F. de Almeida Prado e Notas de Newton Carneiro

Quarenta paisagens inéditas do Rio de Janeiro, São Paulo, Paraná e Santa Catarina por J. B. Debret, apresentação de J. F. de Almeida Prado e notas de Newton Carneiro.
Local/Data: São Paulo: Cia. Editora Nacional, 1970, 148 páginas, 40 pranchas.
Reprodução de aquarelas originais que pertencem aos Condes de Bonneval. É a quinta coleção de desenhos de Debret, sendo a continuação das imagens dos três volumes da Viagem pitoresca ao Brasil e da obra publicada por Castro Maya.
Esta coleção de 40 desenhos foi conservada em pasta pelo próprio Debret. Destaque para as ilustrações sobre a região sul do Brasil, principalmente São Paulo e Paraná, a partir da viagem de 1827, seguindo o trajeto já utilizado por Saint-Hilaire. As ilustrações, em tiragem especial de 1.000 cópias, estão guardadas em pasta, algumas não têm um título original em francês. A tradução dos títulos é a utilizada por Newton Carneiro, com algumas mudanças.

Grande cachoeira du Sumidor dans la foret de Picinguaba.
Grande cachoeira do Sumidouro na floresta de Picinguaba - próximo a Ubatuba.

Índios voltando da caça, perto de Ponta Grossa.

Carros, Coritiba.
Fazenda dos Carlos, Nossa Senhora das Neves ou Tamanduá, em Curitiba.

La Ponta Grossa.
Vista de Ponta Grossa, Paraná.
Esta é a mesma imagem que aparece litografada no álbum de Debret, em posição invertida pelo litógrafo, e identificada como "Aldeia de índios civilizados".

Limite de la Province de St. Paul et de la Coritiba.
Limite da província de São Paulo com Curitiba.

Itapevas de Faxina - Serra.
Povoado de Itapeva, perto da divisa entre São Paulo e Paraná.
Os índios civilizados mostrados aqui, voltando para casa, são os mesmos que aparecem na litografia feita para o álbum, com o título de "selvagens civilizados, soldados índios da província de Curitiba, trazendo selvagens prisioneiros".

Vue de la cote de Paraty au Sud de l'ile Grande.
Vista da costa de Parati ao sul da Ilha Grande.

Sapitiva.
Sepetiba.

Entrée de Guaratuba vue du N. à 7 lieues.
Entrada da Baía de Guaratuba, vista do norte, a sete léguas.

Chute du Sorocaba à Voturuÿba hyba.
Queda do Rio Sorocaba, perto de Votorantim.

Province de St. Paul.
Província de São Paulo.
Na época de Debret, São Paulo incluía também a ainda inexistente província do Paraná, onde esta cena se desenrolava. A imagem mostra a coivara, antigo hábito indígena de queimar parte das matas, preparando o solo para futuras plantações.

La fabrique de fer de St. Jean d'Itapanema, à 3 lieues de Sorocaba.
A Fábrica de Ferro de São João de Ipanema, a três léguas de Sorocaba.

Vue generale de la ville de St. Paul.
Vista geral da cidade de São Paulo.

St. Pedro.
Igreja de São Pedro.
A imagem mostra a Praça da Sé em São Paulo, tendo ao fundo a Igreja de São Pedro e ao lado direito, em primeiro plano, a Igreja da Sé.

Palais du gouvernment à St. Paul.
Palácio do governo em São Paulo.

Entrée de St. Paul, du coté du chemin de Rio Janeiro. Couvent des Carmes.
Entrada de São Paulo pelo caminho do Rio de Janeiro. Convento dos Carmelitas.

Pont de St Iphigenie, St. Paul, ajouter deux Bénédictins.
Ponte do Lorena - chamado por Debret de Santa Ifigênia - em São Paulo, acrescentar dois beneditinos.
A nota sobre os beneditinos, colocada por Debret, pode significar a intenção de dar colorido particular à cena, que se passa perto do Mosteiro de São Bento. As pessoas retratadas, por sua vez, remetem à imagem da litografia "Os refrescos após o jantar no Largo do Palácio do Rio de Janeiro", presente no álbum.

Chute du Tieté prés l'Itu. Le soucoury.
Queda do Tietê perto de Itu. A cobra sucuri.

Porto Feliz, vista da margem ocidental do Tietê.

Itapeva.

St. Carlos, pris du chemin de la Coritiba.
São Carlos, hoje Campinas, vista do caminho para Curitiba.

Port de l'ile das Covas.
Porto da Ilha das Cobras

.

Sorocaba.

Coritiba.
Curitiba.
Esta é a primeira vista de que se tem notícia da cidade de Curitiba, com a Serra do Mar ao fundo. No primeiro plano, um escravo prepara pedras para a construção da Igreja do Rosário dos Pretos. A imagem mostra ainda, à esquerda, a fachada da Igreja da Ordem Terceira de São Francisco das Chagas, sendo este o único documento existente sobre o primitivo aspecto da mais antiga igreja da cidade.

La Lappa.
Cidade de Lapa, antiga Santo Antonio do Registro ou Vila Nova do Príncipe, com tropas de burros descansando no primeiro plano.

Iapó.
Cidade de Castro, antiga Sant'Ana do Iapó ou Vila Nova de Castro.

Port de Javuaiaiva.
Porto de Jaguariaíva.

Paranagoa.
Paranaguá.

St. Francisco.
São Francisco do Sul, Santa Catarina.

Entrée de Paranagoa v. du S. 3 lieues.
Entrada de Paranaguá, vista do sul, a três léguas.

Guaratuba.
Guaratuba, Paraná, antiga Vila Nova de São Luís ou São Luís de Guaratuba.

Ytupacoroyo.
Antiga Armação de Itapocoroí e Freguesia de Nossa Senhora da Penha de Itapocoroí, atual cidade de Penha, Santa Catarina.

Ubatuba.

ViIle de St. Sebastien dans l'ile.
Ilhabela, antiga Vila Bela, na Ilha de São Sebastião.

Rocher sur la plage du fort de Paraty.
Rochedo na praia do forte de Parati.
Newton Carneiro indica como título "Rochedo na Praia do Porto de Parati".

Paraty, eloigné l'une lieue 1/2 du plan du devant.
Parati, vista de frente a uma légua e meia de distância.

Vue de l'iIe Grande.
Vista da Ilha Grande.

Jaguarhÿ Catu Coritiba.
Rio Jaguaricatu.
Este desenho da passagem do Rio Jaguaricatu, afluente do Rio Tibagi, no caminho para São Paulo, é quase igual à imagem que aparece em litografia, identificada como "Passagem de um rio vadeável".

Freguezia dos Bouracos.
Cidade de Palmeira, no Paraná, antiga Rincão dos Buracos ou Fazenda das Palmeiras.

Funil de Longavaÿ.
Local sem identificação.

Hupmobile, Estados Unidos

Hupmobile, Estados Unidos
O carro acima é um 1934 Hupmobile Model J Aero-Dynamic Sedan
História

Hupmobile was an automobile built from 1909 through 1939 by the Hupp Motor Car Company. The prototype was developed in 1908 and had its first successful run on November 8 with investors aboard for champagne at the Tuller Hotel a few blocks away. The company was incorporated in November of that year. The first Hupmobile model, the Hupp 20, was introduced at the 1909 Detroit automobile show. It was an instant success.

In 1909, Bobby Hupp co-founded Hupp Motor Car Company, with Charles Hastings, formerly of Oldsmobile, who put up the first US$8,500 toward manufacturing Hupp's car. They were joined by investors J. Walter Drake, Joseph Drake, John Baker, and Edwin Denby. Drake was elected president; Hupp was vice president and general manager. Emil Nelson, formerly of Oldsmobile and Packard, joined the company as chief engineer. Hastings was named assistant general manager. In late 1909 Bobby's brother, Louis Gorham Hupp left his job with the Michigan Central Railroad in Grand Rapids and joined the company.

Hupp Motors obtained $25,000 in cash deposits at the 1909 automobile show (the lowest capitalization of Detroit's eight major car makers) to begin manufacturing the Hupp 20. The first cars were built in a small building at 345 (now 1161) Bellevue Avenue in Detroit, Michigan. The company immediately outgrew this space and began construction of a factory a few blocks away at E. Jefferson Avenue and Concord, next to the former Oldsmobile plant. The company produced 500 vehicles by the end of the 1909 model year (the fall of 1909). Production increased to more than 5,000 in the 1910 model year.

Henry Ford paid the Hupp 20 the ultimate compliment. "I recall looking at Bobby Hupp's roadster at the first show where it was exhibited and wondering whether we could ever build as good a small car for as little money."

When Hupp left Hupp Motors in 1913, he informed the company his supplier companies would devote their full capacity to make parts for RCH. Facing the loss of manufactured parts from Hupp Corporation and increasing demand for the Hupmobile, Hupp Motors acquired seven acres for a new factory at Mt. Elliott and Milwaukee. It moved into the new plant in late April 1912 (This factory was demolished as part of site clearance for General Motors' "Poletown" assembly plant in the early 1980s). Hupp Motors sold the Jefferson Avenue plant to the King Motor Car Company.

In 1911 Hupp became one of two automakers pioneering the use of all-steel bodies, joining BSA in the U.K.

Nelson approached Hale & Kilburn Company in Philadelphia looking for help with developing an all-metal body for the Hupp 32. Hale & Kilburn had pioneered the replacement of cast iron with pressed steel for many parts for the interiors of railway carriages. According to Nelson, “None of the Detroit plants would contract” to make an all-steel body for the Hupp 32. Edward Budd and Joseph Ledwinka were employed at Hale & Kilburn at the time, Budd as the general manager and Ledwinka as engineer. Budd was interested in the project. Hale & Kilburn had built some body panels for King and Paige but Budd had grander aspirations the Hupp project would permit him to pursue.

Budd and Ledwinka worked with Nelson to develop means to manufacture Nelson's design for this body. They devised a system where the body's numerous steel stampings were welded together by hand and supported by a crude system of angle iron supports that held the welded subassemblies together. The disassembled bodies were shipped by rail to Detroit where they were put back together, painted and trimmed in the Hupmobile factory. Both the touring car and a coupe were made by this process and even one Hupmobile limousine. In 1911 no one, not Nelson, Ledwinka or Budd, thought to patent the process to manufacture all-steel bodies.

While the Hupp 32 bodies were in production, Budd and Ledwinka left and formed the Edward G. Budd Manufacturing Company. In 1914, Ledwinka filed for and received a patent for the process of making all-steel bodies. However, Budd later lost a patent infringement litigation it brought against C.R. Wilson Body Company when the court held that the Ledwinka patent was invalid. "[A]fter the art had developed...Ledwinka has endeavored to go back and cover by a patent that which had become public property.... [H]e is endeavoring to bring under his patent those things which belong to the public." The court relied on the production of the Hupp 32 in 1911 as a major example of the prior art. The opinion does provide insight as to what was or was not novel about the process to manufacture the Hupp 32's body.

Several thousand all steel touring cars were made before Nelson resigned as Chief Engineer in 1912. Hupmobile's commitment to this leading edge approach did not survive his departure. The rest of the Hupp 32 production used conventional body assembly processes.

Carl Wickman, a car dealer in Hibbing, Minnesota, used an unsold 7-passenger model as the first vehicle for what became Greyhound. In 1913 Frank E. Watts was hired as a designer.

Hupp Motor Car Company continued to grow after its founder left. Hupp competed strongly against Ford and Chevrolet. DuBois Young became company president in 1924, advancing from vice-president of manufacturing. By 1928 sales had reached over 65,000 units. To increase production and handle sales growth, Hupp purchased the Chandler-Cleveland Motors Corporation (Chandler Motor Car) for its manufacturing facilities.

Sales and production began to fall even before the depression in 1930. A strategy to make the Hupmobile a larger, more expensive car began with the 1925 introduction of an 8-cylinder model, followed by the elimination of the 4-cylinder Hupmobile after 1925 (Hupmobile made only 4-cylinder cars from 1909 to 1924). While aiming for a more lucrative market segment, Hupp turned its back on its established clientele. This was the same mistake that many other medium-priced carmakers made at the same time. In an attempt to capture every possible sale, they offered many different models. With Hupmobile's low production volume, the result was that no model could be produced in sufficient quantity to achieve economy of scale.

Hupp abandoned its more conservatively styled product line and turned to industrial designer Raymond Loewy to design its 1932 Hupp cyclefender, a flashy roadster that did well at the track, but sales continued to decline. 1934 saw the introduction of a striking restyle called the "Aerodynamic" by Loewy, as well as the lower-priced series 417-W using Murray-built slightly-modified Ford bodies.

Despite technical innovations, squabbles among stockholders and an attempted hostile takeover in 1935 took their toll on the company. By 1936 the company was forced to sell some of its plants and assets and in 1937 Hupmobile suspended manufacturing.

A new line of six- and eight-cylinder cars was fielded for 1938, but by this time Hupp had very few dealers, and sales were disappointingly low.

Desperate for a return to market strength, on February 8, 1938, Hupmobile acquired the production dies of the Gordon Buehrig-designed Cord 810, paying US$900,000 for the tooling. Hupmobile hoped using the striking Cord design in a lower-priced conventional car, called the Skylark, would return the company to financial health. Enthusiastic orders came in by the thousands, but production delays soured customer support.

Lacking adequate production facilities, Hupmobile partnered with the ailing Graham-Paige Motor Co.to share the Cord dies. Hupmobile and Graham both sold similar models, all to be built at Graham-Paige's facilities. While each marque used its own power train, the Graham edition, called the Hollywood, differed from the Skylark in a few minor details.

In 1939, deliveries of the Hupmobile Skylark finally began. Unfortunately, it had taken too many years to produce and most of the orders had been canceled. Production lasted only a couple of months, and only 319 Skylarks were produced. Hupmobile ceased production in late summer. Graham-Paige suspended production shortly after the last Hupmobile rolled off the line.

In a constant effort to remain competitive, Hupp introduced a number of new features. They were one of the very first U.S. automakers to equip their cars with "free wheeling" a device that enjoyed immense, but brief, popularity in automobiles in the 1930s. Hupmobile also pioneered fresh-air car heaters with the Evanair-Conditioner.

Hupmobile Eight Touring 1925, Estados Unidos

Hupmobile Eight Touring 1925, Estados Unidos
Exterior : Laranja
Interior : Marrom
Fotografia

The Hupp Motor Car Company, founded by Robert and Louis Hupp in 1908, produced a wide variety of cars during their 32 years of operation. While their early cars were aimed at a more entry-level market, such as the Ford Model T, in the mid-1920s they elected to take a shot at a higher-price bracket with the introduction of their new eight-cylinder engine. For the 1925 model year, Hupmobiles could be purchased with either their tried and tested four-cylinder or the upscale and more powerful L-head inline eight-cylinder engine. This commanding motor could produce 60 brake horsepower, and it performed well. However, there was a substantial price difference, as the eight-cylinder cars cost $1,975, an additional $700 over the equivalent four-cylinder model.

Presented here is a nicely restored 1925 Hupmobile Eight E Series Touring car. This eight-cylinder example is finished in a wonderful shade of Orange over a brown interior, and it has a great eye-catching look, right down to its yellow wooden-spoke wheels, which are wrapped in wide whitewall tires. The lovely details on the car become more apparent at closer inspection, from the etched glass wind wings to the period-correct “Oooh-Gaaaa” horn. This Hupmobile benefits from a full restoration and has been collector owned, maintained, and occasionally exercised. While it shows some signs of charming patina, the L-head inline eight starts easily and settles into a smooth idle, while still making full use of its correct Stromberg carburetor and Atwater-Kent dual-spark ignition system.

Despite being mass-produced in their day, Hupmobiles are not often seen on the road today, making this tastefully restored example that much more of a unique find.

Series E-1. 60 bhp, 247 cu. in. L-head inline eight-cylinder engine, three-speed manual transmission, solid front axle with semi-elliptic leaf springs, live rear axle with semi-elliptic leaf springs, and hydraulic drum brakes. Wheelbase: 118.25 in.

Fonte : https://rmsothebys.com/en/auctions/HF14/Hershey/lots/r274-1925-hupmobile-eight-touring/182088

Fluminense Football Club Centenário de uma Paixão 2002 - Fluminense Football Club Centenário de uma Paixão

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