Willi Ruge and Fotoaktuell: Adventures for the Press

Total Page:16

File Type:pdf, Size:1020Kb

Willi Ruge and Fotoaktuell: Adventures for the Press Willi Ruge and Fotoaktuell: Adventures for the Press ute eskildsen I believe that a photo illustrator or press photographer must like aviation, required technical knowledge, and work for first and foremost be a journalist, and only then a photographer the press promised both mobility and danger. and businessman. It was an auspicious time and place to choose such a — Kurt Hahne, Die Illustrations-Photographie, 1914 career. The first German magazines were launched in Berlin, which had been the capital of the German Reich since 1871. In 1930 the Hackebeils Illustrierte Zeitung paid tribute to pho- The Berliner Illustrirte Zeitung and Die Woche, both based tojournalist Willi Ruge for his work over the past seventeen in the city, were the best-selling magazines at the turn of years. Ruge, then, must have begun publishing photographs the century, and Berlin would become the center of German in the illustrated press in 1913, at age twenty-one.1 He publishing after World War I.5 Develop ments in half-tone would later recall, “I was very lucky to be able to pursue my printing and rotogravure at the end of the nineteenth cen- career from around 1909 onwards, and I truly experienced tury, combined with phototechnical advances that allowed the most turbulent decades at first hand.”2 Willi Ernst Karl for hand-held cameras and reduced exposure times, Ruge was born in Berlin in 1892, the son of Ernst Karl Ruge opened this industry up for photographers, creating a new and Emma Später. He grew up and went to junior high field of work: photojournalism. As photographs replaced school in Berlin and at age fifteen began an apprenticeship the engraved images that had hitherto been standard in as an optician before training as a photographer.3 He was print, press illustrators’ studios gradually shut down and interested in aviation technology as a teenager and appar- photographers took over. It was the custom around the turn ently had hoped to become a professional pilot.4 It is not of the century for press photographers to work indepen- surprising that he turned to photojournalism: photography, dently, submitting their photos to a variety of publishers fig. 1 Willi Ruge. French troops in Essen, Germany, during their occupation of the Ruhr Valley. 1923. Ullstein Bild/The Granger Collection, New York. © The Granger Collection Ltd. Eskildsen 1 in his future activities. Later, after the war, he witnessed the virulent political upheavals in Berlin and beyond. Preserved are some very early photographs of battles in the Scheunenviertel neighborhood of Berlin, uprisings in Upper Silesia around 1920, and the French occupation of the Ruhr area in 1923 (fig. 1), including the burial of the thirteen Krupp workers shot by French soldiers in Essen that year.8 In the late 1910s, Ruge established the press-photo agency Fotoaktuell to distribute his photographs. The busi- ness was founded as “Photoaktuell, Willi Ruge Inh.” (proprietor Willi Ruge). Over the years, it took different names, spellings, and logos: for example, Presse- Illustrations-Verlag and Presseverlag Fotoaktuell GmbH in the 1920s and 1930s; then Luftberichterstattung Bildberichterstatter (Schriftleiter IRDP/Reichsverband der Deutschen Presse) Großreportagen in the late 1930s. The first press agencies had been founded in Germany at the end of the nineteenth century. After 1900 the number of press photographers increased considerably, leading to the formation of the Verband Deutscher Illustrations- Photographen (Association of German illustration photo graphers) in 1910. Its mission was to safeguard and settle the conditions under which the growing business of photographic images operated. Because it had become difficult to enter the market as an individual (negotiating for copyright, payment, and publication rights), many pho- tographers — including Wilhelm Braemer, Alfred Groß, Robert Sennecke, and Willi Römer — set up their own com- panies and agencies to arrange the distribution and sale 9 fig. 2 Willi Ruge. The high-jumper Alfred Lehninger in Berlin. 1924. Ullstein Bild/ of their work. Like Ruge, they had photographed the revolu- The Granger Collection, New York. © The Granger Collection Ltd. tionary battles in Berlin in 1918 and 1919; many of their documentary photos were also sold as postcards. The great many subjects shown in the extant prints of Ruge’s work indicate that Fotoaktuell’s archive must and illustration agencies or distributors. A number of bro- have been quite substantial by the end of the 1920s. Photos chures and other publications, widely available in Berlin, of sporting events predominated in the early years: Ruge dispensed practical hints as well as cautionary advice trained his eye for the perfect snapshot during tennis to those flocking to the burgeoning profession early in the matches, high-jump competitions (fig. 2), motor races, and century.6 In a 1913 handbook for aspiring press photogra- events at Luna Park, the popular Berlin amusement park. phers, Paul Dobert, editor-in-chief of Die Woche, wrote, The archive also includes journalistic portraits and photos “Thousands of professional photographers and tens of thou- of trade fairs, art exhibitions, and conventions, as well sands of amateur photographers worldwide are eager to as the annual carnival celebration in Cologne. The titles for be part of the illustrated press. They are tempted by money Ruge’s reportages, provided on the backs of the photo- and fame, and it seems easy to become a contributor; all graphs, are diverse: Photographed Fun (Das fotografierte you have to do is ‘take a shot,’ develop it, copy it, and then Vergnügen), Can Astrology Be Taken Seriously? (Ob an send off the finished photo. Usually, however, the photo der Astrologie was dran ist?), The Moon Shot Will Come (Der will be returned to the newcomer, and he will quickly notice Mondflug kommt), The Caged Woman (Die Frau im Käfig), that it is not so easy to deliver perfect photographs to Whims of Nature (Launen der Natur), New Challenges for the the press.”7 Unemployed (Neue Aufgaben für Arbeitslose), and Laughter, No work by Ruge has been found in publications before Man’s Safety Valve (Lachen, das Sicherheitsventil des the late 1910s, but it is likely that he began attempting to Menschen). The wide range of subject matter — from scien- sell single images to the press before that time. During tific developments to politics to entertainment — accords World War I, both at the front and as an air gunner he took with the variety of photographic material in demand photos under dangerous conditions, developing the techni- generally in the expanding illustrated-magazine market in cal expertise and adventurous spirit that would be so useful this period.10 Eskildsen 2 The Hackebëils Illustrierte Zeitung article from 1930 cel- work of several image makers — techniques that were also ebrated the “heroes of the camera” who braved the harnessed in new, photo-based advertising for magazines dangers of bodily harm, arrest by the authorities, and dam- themselves. Photo reportages promoted the “new” photo- age to their equipment. Ruge is respectfully cited as “one of graphic medium and associated it with speed: for example, the most daring contemporary press photographers.”11 Sasha Stone’s reportage The Hundred-Horsepower Office — Acrobatic flying performances were all the rage, and Ruge’s It’s No Utopia (Die 100pferdige Büro — keine Utopie), published fascination with airplanes and the public’s interest in aerial in UHU in 1926, devoted to the increasing rationalization of artistry had led to many photo reportages on the subject. office labor, and . And Everything Happened in 1/100 of a In spring 1922, Franz Hailer became the first German pilot Second ( . und Alles geschah in 1/100 Sekunde), by a photogra- to successfully land his airplane on an alpine plateau, pher named Joffe, in the Weltspiegel in 1929.15 Along with touching down below the Zugspitze, the highest peak in this, as their status grew, photographers were increasingly Germany; Ruge accompanied him in the air and docu- given bylines for their reportages, a privilege formerly mented the feat. That same year he collaborated with reserved for writers. The news photographer Erich Salomon Deutsche Luft-Reederei, a precursor of Lufthansa, to pro- covered international and political negotiations; Alfred duce the 35mm documentary film Aeolus, The Song of Songs Eisenstaedt and André Kertész monitored the urban scene; of Flying (Aeolus, das hohe Lied der Fliegereii). He contributed Umbo and Martin Munkácsi produced pictures recogniz- to other aviation films of the early 1920s and worked for able for their innovative compositions; and Stone interested the German aviation industry — the manufacturer Rumpler, himself in a variety of subjects and fields of photography. for example. He also attended competition flights in Felix H. Man was one of the busiest photographers in the Germany and abroad and flew with daredevil stunt pilots, Weimar Republic. Yet none of them had formal visual art such as Ernst Udet.12 training, with the exception of Stone and of Umbo, who had Udet, a well-known World War I flying ace, had, in studied at the Bauhaus. They found new perspectives on 1918, been among the earliest pilots to successfully para- familiar objects and situations, discovered views hitherto chute from a disabled aircraft. Ruge accompanied Udet on unseen, developed the series as a working method, formu- a stunt flight at an air show, and the resulting reportage, lated their own individual styles, and quickly became
Recommended publications
  • Hitlers GP in England.Pdf
    HITLER’S GRAND PRIX IN ENGLAND HITLER’S GRAND PRIX IN ENGLAND Donington 1937 and 1938 Christopher Hilton FOREWORD BY TOM WHEATCROFT Haynes Publishing Contents Introduction and acknowledgements 6 Foreword by Tom Wheatcroft 9 1. From a distance 11 2. Friends - and enemies 30 3. The master’s last win 36 4. Life - and death 72 5. Each dangerous day 90 6. Crisis 121 7. High noon 137 8. The day before yesterday 166 Notes 175 Images 191 Introduction and acknowledgements POLITICS AND SPORT are by definition incompatible, and they're combustible when mixed. The 1930s proved that: the Winter Olympics in Germany in 1936, when the President of the International Olympic Committee threatened to cancel the Games unless the anti-semitic posters were all taken down now, whatever Adolf Hitler decrees; the 1936 Summer Games in Berlin and Hitler's look of utter disgust when Jesse Owens, a negro, won the 100 metres; the World Heavyweight title fight in 1938 between Joe Louis, a negro, and Germany's Max Schmeling which carried racial undertones and overtones. The fight lasted 2 minutes 4 seconds, and in that time Louis knocked Schmeling down four times. They say that some of Schmeling's teeth were found embedded in Louis's glove... Motor racing, a dangerous but genteel activity in the 1920s and early 1930s, was touched by this, too, and touched hard. The combustible mixture produced two Grand Prix races at Donington Park, in 1937 and 1938, which were just as dramatic, just as sinister and just as full of foreboding. This is the full story of those races.
    [Show full text]
  • Bernd Rosemeyer
    Sidepodchat – Bernd Rosemeyer Christine: This is show three of five, where Steven Roy turns his written words into an audio extravaganza. These posts were originally published at the beginning of the year on Sidepodcast.com but they are definitely worth a second airing. Steven: Bernd Rosemeyer. Some drivers slide under the door of grand prix racing unnoticed and after serving a respectable apprenticeship get promoted into top drives. Some, like Kimi Räikkönen, fly through the junior formulae so quickly that they can only be granted a license to compete on a probationary basis. One man never drove a race car of any description before he drove a grand prix car and died a legend less than 3 years after his debut with his entire motor racing career lasting less than 1,000 days. Bernd Rosemeyer was born in Lingen, Lower Saxony, Germany on October 14th 1909. His father owned a garage and it was here that his fascination with cars and motor bikes began. The more I learn about Rosemeyer the more he seems like a previous incarnation of Gilles Villeneuve. Like Gilles he had what appeared to be super-natural car control. Like Gilles he seemed to have no fear and like Gilles he didn’t stick rigidly to the law on the road. At the age of 11 he borrowed his father’s car to take some friends for a drive and when at the age of 16 he received his driving license it was quickly removed after the police took a dim view to some of his stunt riding on his motor bike.
    [Show full text]
  • ACES WILD ACES WILD the Story of the British Grand Prix the STORY of the Peter Miller
    ACES WILD ACES WILD The Story of the British Grand Prix THE STORY OF THE Peter Miller Motor racing is one of the most 10. 3. BRITISH GRAND PRIX exacting and dangerous sports in the world today. And Grand Prix racing for Formula 1 single-seater cars is the RIX GREATS toughest of them all. The ultimate ambition of every racing driver since 1950, when the com­ petition was first introduced, has been to be crowned as 'World Cham­ pion'. In this, his fourth book, author Peter Miller looks into the back­ ground of just one of the annual qualifying rounds-the British Grand Prix-which go to make up the elusive title. Although by no means the oldest motor race on the English sporting calendar, the British Grand Prix has become recognised as an epic and invariably dramatic event, since its inception at Silverstone, Northants, on October 2nd, 1948. Since gaining World Championship status in May, 1950 — it was in fact the very first event in the Drivers' Championships of the W orld-this race has captured the interest not only of racing enthusiasts, LOONS but also of the man in the street. It has been said that the supreme test of the courage, skill and virtuosity of a Grand Prix driver is to w in the Monaco Grand Prix through the narrow streets of Monte Carlo and the German Grand Prix at the notorious Nürburgring. Both of these gruelling circuits cer­ tainly stretch a driver's reflexes to the limit and the winner of these classic events is assured of his rightful place in racing history.
    [Show full text]
  • Karl E. Ludvigsen Papers, 1905-2011. Archival Collection 26
    Karl E. Ludvigsen papers, 1905-2011. Archival Collection 26 Karl E. Ludvigsen papers, 1905-2011. Archival Collection 26 Miles Collier Collections Page 1 of 203 Karl E. Ludvigsen papers, 1905-2011. Archival Collection 26 Title: Karl E. Ludvigsen papers, 1905-2011. Creator: Ludvigsen, Karl E. Call Number: Archival Collection 26 Quantity: 931 cubic feet (514 flat archival boxes, 98 clamshell boxes, 29 filing cabinets, 18 record center cartons, 15 glass plate boxes, 8 oversize boxes). Abstract: The Karl E. Ludvigsen papers 1905-2011 contain his extensive research files, photographs, and prints on a wide variety of automotive topics. The papers reflect the complexity and breadth of Ludvigsen’s work as an author, researcher, and consultant. Approximately 70,000 of his photographic negatives have been digitized and are available on the Revs Digital Library. Thousands of undigitized prints in several series are also available but the copyright of the prints is unclear for many of the images. Ludvigsen’s research files are divided into two series: Subjects and Marques, each focusing on technical aspects, and were clipped or copied from newspapers, trade publications, and manufacturer’s literature, but there are occasional blueprints and photographs. Some of the files include Ludvigsen’s consulting research and the records of his Ludvigsen Library. Scope and Content Note: The Karl E. Ludvigsen papers are organized into eight series. The series largely reflects Ludvigsen’s original filing structure for paper and photographic materials. Series 1. Subject Files [11 filing cabinets and 18 record center cartons] The Subject Files contain documents compiled by Ludvigsen on a wide variety of automotive topics, and are in general alphabetical order.
    [Show full text]
  • CMC Mercedes-Benz Type SSK 1928–1932
    Scale 1/18 CMC Mercedes-Benz Type SSK 1928 – 1932 EXTRAORDINARY IN A CLASS OF THE EXQUISITE CMC Mercedes-Benz Type SSK 1928–1932 M-207 CMC Mercedes-Benz SSK, red, #14, Carlos Zatuszek Of the six-cylinder compressor sports cars of The Mercedes-Benz compressor sports car the Mercedes-Benz S-series, the SSK and SSKL was initially developed under the leadership of are the most sporty, exclusive and fascinating Ferdinand Porsche, and it first took the shape versions. The SSK, which was first used just of a touring car in 1926 with increased engine four weeks after the launch of the SS type, power and a shortened wheelbase, later stands for „Super-Sport-Short“, underlining its known as the Model K. The letter did not stand extreme sportiness and a shortened wheelbase for the compressor, but for „short“, namely, the (by 45 cm), among others. This makes the SSK shortened design for racing operations. It was predestined for mountain racing, a very popular preceded by the type designation S (Sport) in M-190 CMC Mercedes-Benz SSK, white, racing category at the time 1927 and the SS (Super-Sport) in 1928. In Limited Edition 1,000 pcs. mid-1928, Mercedes- Benz engineers PART OF THE LEGEND OF THE SSK IS shortened the Type S THAT IT WAS BOTH A FACTORY RACING chassis to a wheelbase This CMC model has a special history. The of 2950 millimeters and red-painted model, an SSK built in 1929, was CAR AND A CUSTOMER VEHICLE. equipped the chassis used victoriously by the private driver Carlos with the new 7.1-litre SS Zatuszek at long-distance races in Argentina.
    [Show full text]
  • TORPEDO ROADSTER - Saoutchik's Masterpiece Text & Photo: RONNIE KRABBERØD / RIGHT ON
    MERCEDES-BENZ 680S '28 TORPEDO ROADSTER - Saoutchik's masterpiece Text & Photo: RONNIE KRABBERØD / RIGHT ON "Saoutchik's building quality was just outstanding" Paul Russell, restorer Mercedes-Benz Type 680S was something of a revolution in 1926. The French vehicle body Carrosserie J. Saoutchik lifted model further to the skies with this Torpedo Roadster. To get to the northern Italian Villa d'Este Concorso d'Eleganza each year is to get to heaven. In 2013 we were in many ways a double dose. Ralph Lauren had come with his "best in the world" Bugatti Type 57SC Atlantique, yet there was another car that actually made the biggest impression on yours truly. Paul Andrews had sent the 2012 Pebble Beach-winning 1928 Mercedes-Benz 680S Saoutchik Torpedo Roadster from Texas to Italy. I had seen pictures of 100 points-car in gold confetti at the world renowned golf resort, but the reality was so much better. This was in fact a vehicle so beyond ordinary-ness as one could get. DAIMLER AND BENZ had merged in 1926, and already late that year launched a communal project Typ S under the new family name Mercedes-Benz. Not only saving money in the merger, they also joined up their technical talents. Dr. Ferdinand Porsche had started at Daimler in 1923, and with it he parted Hans Nibel from Benz. The successful Model K was replaced by the pioneering Type S. It was low-built with a new frame with kick-up both front and rear. The engine was moved 30 cm further back for better weight distribution.
    [Show full text]
  • 90 Years of Nürburgring
    STAGES ............................................. 16 MILESTONES ...................................... 18 NEWS IN THE WEST: EARLY HISTORY AND OPENING ................. 24 FROM THE SOUTH SIDE OF THE SLOPE: OPENING OF THE NEW RACETRACK . 34 KEY RACES ........................................ 36 PRAGUE IMPRESSIONS: 1927 GERMAN GRAND PRIX ................ 38 LIKE ARROWS SHOT FROM A BOW: 1934 EIFEL RACE ................ 42 BITTER LAURELS: 1937 GERMAN GRAND PRIX ..................... 50 RETURN OF THE SILVER ARROWS: 1954 GERMAN GRAND PRIX ........ 58 SURVIVAL OF THE FITTEST: 1957 1,000-KILOMETRE RACE ............ 64 HAIL THE KING: 1957 GERMAN GRAND PRIX ...................... 66 STROKE OF GENIUS: 1961 EUROPEAN GRAND PRIX ................. 68 GALA IN THE WETLANDS: 1968 GERMAN GRAND PRIX ............... 70 BITTER ENDING: 1976 GERMAN GRAND PRIX ...................... 74 THE DUEL: 1980 GERMAN MOTORCYCLE GRAND PRIX ................ 78 MICHAEL TURNER POETRY IN MOTION ............................. 80 CHAMPIONS ....................................... 88 A GERMAN ICON: BERND ROSEMEYER ............................ 90 WoUNDED HERO: RUDOLF CARACCIOLA .......................... 94 ALL-TIME GREAT: JUAN MANUEL FANGIO ......................... 98 MONUMENT OF HIMSELF: SIR STIRLING MOSS .................... 102 MAN OF MANY HATS: JOHN SURTEES ........................... 108 THE KILTED EVANGELIST: SIR JACKIE STEWART ................... 114 MASTER IN THE RAIN: JACKY ICKX ............................. 122 ONCE BURNT, TWICE CAUTIOUS. OR NOT? NIKI LAUDA ..............
    [Show full text]
  • Registry Template
    Land Speed Ferdinand Porsche and the fastest cars on the road ven before man directed his brain biles were exceptional so a speed demonstration power towards mechanized trans - was staged to prove it. His one kilometer dash Eportation, the gauntlet was thrown took 57 seconds achieving an average speed of down to determine who could be the fastest – 63.13 km/hr (39.24 mph). Others almost im - the fastest in the air, the fastest on sea, and the mediately were prompted to prove they could go fastest on land. Over the past century the men even faster. And they did. and machines that have worn the speed crown When Porsche worked for Jakob Lohner By Phil Carney have changed many, many times. This is due not he was young and had a desire to show the only to the fact that technology has advanced but world his engineering skills. An obvious way to also because the title of “fastest” involves many do this was to enter into auto competitions. So, qualifications. Most 356 Registry readers are, on September 23, 1900, Professor Ferdinand naturally, interested in the Land Speed Records Porsche decided to have a public display of the (LSR) but this grouping itself covers a wide Lohner-Porsche car’s capability. The venue was range of machines. the Semmering road near Vienna. Although nei - ther paved nor straight, it was a relatively flat stretch and had already been used for various record setting events and been marked off in 10- km segments. The car Porsche raced was a modified version of the electric car that had been exhibited at the Paris World Exhibition a few months earlier.
    [Show full text]
  • The Fastest Driver Who Never Raced
    Sidepodchat – The fastest driver who never raced Christine: At the beginning of this year, frequent commentor Steven Roy wrote five brilliant guest posts covering some important F1 history. Now he's turned them from the written word into an audio feast and we're proud to share them with you. Steven: The fastest driver who never raced. Imagine if Rory Byrne, who designed the Ferraris that Michael Schumacher dominated F1 with, had found himself at Spa in 2003 with the latest Ferrari but without a driver. Now imagine that he decided with no driver available he would test the car himself. Now stretch credibility to breaking point and imagine that he was as fast as Schumacher. Utterly impossible? Of course it is nowadays but once upon a time... Rudi Uhlenhaut was born in London in 1906 while his father was head of the London branch of Deutsche Bank. After studying in Munich he joined Mercedes Benz in 1931. In 1936 he was put in charge of the newly created Rennabteilung or Racing Department. The Mercedes Benz racing structure had been archaic and there was little communication between the racing team and the experimental department which designed the race cars and was generally led by old drivers with little technical knowledge. By 1936 there was a real need for action as Mercedes Benz had fallen behind Auto Union who ran uniquely at that time with the engine behind the driver. The Auto Unions were designed by Ferdinand Porsche who had designed rear-engined race cars as early as the 1920s. Both teams were financed by the Nazi party and being the second best team was not a healthy place to be.
    [Show full text]
  • Schenker Deutschland AG
    CMC GmbH & Co. KG Classic Model Cars Stuttgarter Str. 106 70736 Fellbach Tel.: +49-(0)711-4400799-0 Press Release Fax: +49-(0)711-454378 [email protected] www.cmc-modelcars.de CMC Models 2016 Datum : 22.01.2016 Bearbeiter: Wuerschum E-Mail: [email protected] Tel.: 0711-4400799-0 Ladies and Gentlemen, CMC GmbH & Co. KG Classic Model Cars is pleased to present to you its recent and forthcoming releases at the 2016 Nuremberg Toy Fair. You are looking at a multitude of new, innovative items that cover a wide range. We would like each collector to find his or her “dream model(s)" below. CMC GmbH & Co. KG, Amtsgericht Stuttgart HRA 724294 Volksbank Esslingen Postbank Stuttgart Deutsche Bank AG Esslingen Pers. Haft. Gesellschafter: BLZ 611 901 10 BLZ 600 100 70 BLZ 611 700 76 CMC Verwaltung GmbH, Denkendorf Konto 3 808 009 Konto 275 424 700 Konto 152 882 700 Amtsgericht Stuttgart HRB 729170 IBAN: DE75611901100003808009 IBAN: DE19600100700275424700 IBAN: DE90611700760152882700 Geschäftsführerin: Shuxiao Jia BIC: GENODES1ESS BIC: PBNKDEFF BIC :DEUTDESS611 -2- Mercedes-Benz 300 SL Panamericana, 1952 Scale 1:18 Item No. M-023 The recommended retail price per model is 315.- €. For Alfred Neubauer, the head of the Mercedes-Benz racing department, only one victory was miss- ing – winning the Carrera Panamericana, a long-distance race in Latin America. With four competi- tion cars and a team of 35 service people, the crew flew to Mexico in November 1952. The engine displacement of the 300 SL had been increased to 3.1 liters, producing 177 hp.
    [Show full text]
  • Rudolf Caracciola: Con Indy En El Alma “Opino Que Todo Ser Humano Puede Alcanzar La Meta Por La Cual Se Afana
    Histórica 063 23 de Mayo Niky Pauli Fotos: Mercedes Benz/Carlos Jalife Rudolf Caracciola: Con Indy en el alma “Opino que todo ser humano puede alcanzar la meta por la cual se afana. También creo que todo el que ambiciona hacer algo determi- nado termina por hacerlo, por muchos rodeos que haya que dar para lograrlo”. Rudolf Caracciola allí los asuntos de las carreras. Los pilotos nápolis. En cuanto llegó se puso en contac- americanos tenían una fama fabulosa. Se to con Myers, quien pasó a buscarlo por el decía que obtenían velocidades fantásticas. hotel y lo llevó hasta la pista. “El autódromo Pero, aunque pareciera extraño, ninguno está a unos 16 kilómetros de la ciudad”, de los que había venido a Europa había relataba Caracciola en su libro. “Durante el obtenido éxitos que valieran la pena”. camino empezó a llover y cuando llegamos Era de noche. Mi primera visita al famoso Indianapolis Motor Speedway en Indiana. Desde donde estaba podía oír las voces de la gente, los sonidos de la fiesta en un área más bien central en la pista. La luna iluminaba filas de asientos vacíos. Todo tenía un aspecto fantasmal. Me fui alejando del edificio del museo. Pese a la oscuridad no sentía miedo. Tampoco sentía soledad. Era como si aquel lugar estuviese repleto de presencias no físicas que se alegraban con la visita. Caminé un rato y me paré al borde de la curva 2. Y allí, en ese momento, en ese lugar, pensé nuevamente en Rudolf Caracciola, piloto alemán de la pregue- rra que de haber existido entonces el Campeonato Mundial de Fórmula Uno hubiese sido campeón..
    [Show full text]
  • The Joy of Motoring
    AHA 2019: The Joy of Motoring Proceedings of Automotive Edited by Historians Australia Inc. Volume 3 Harriet Edquist Volume 3 The papers in this volume were presented at the 4th annual conference of Automotive Historians Australia Inc. held in Proceedings of Automotive August 2019 at RMIT University, Melbourne. It was supported by RMIT Design Archives and RMIT School of Design and Historians Australia Inc. convened by Harriet Edquist and Simon Lockrey. Other than for fair dealing for the purposes of private study, research, criticism or review, as permitted under the Copyright Act 1968 and Copyright Amendment Act 2006, no part of this volume may be reproduced by any process without the prior permission of the editors, publisher and author/s. Edited by Harriet Edquist ↑ Ye Old Hot Rod Shopp. Life Magazine November 5, 1945 ← Street Rod Centre of Australia sign 2015 Copyright of the volume belongs to AHAInc. Copyright of The Proceedings are a record of papers presented at the the content of individual contributions remains the property annual conference of Automotive Historian Australia Inc. of the named author/s. All effots have been made to ensure Publication of the research documented in these Proceedings that authors have secured appropriate permissions to underscores AHA's commitment to academic freedom and ac- ISBN: 978-0-6487100-1-1 reproduce the images illustrating individual contributions. ademic integrity. The conclusions and views expressed in the Published in Melbourne, Australia, by Automotive Historians Australia Inc. 2020 Proceedings do no necessarily reflect the views of the AHA. 2 AHA 2019 The Joy of Motoring 3 AHA 2019 The Joy of Motoring Foreword historical figures or their personal experiences in some aspect of the motor industry.
    [Show full text]