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1762_19 | Pre-statehood history of North Dakota
Military facilities on the National Register of Historic Places in North Dakota
Military and war museums in North Dakota
Museums in Williams County, North Dakota
Protected areas of Williams County, North Dakota
North Dakota State Historic Sites
Historic American Buildings Survey in North Dakota
Buford
Historic districts on the National Register of Historic Places in North Dakota
National Register of Historic Places in Williams County, North Dakota
Military installations established in 1866
1866 establishments in Dakota Territory
Military installations closed in 1895
1895 disestablishments in North Dakota
Forts along the Missouri River |
1763_0 | Wind & Wuthering is the eighth studio album by English progressive rock band Genesis. It was released on 17 December 1976 on Charisma Records and is their last studio album to feature guitarist Steve Hackett. Following the success of their 1976 tour to support their previous album A Trick of the Tail, the group relocated to Hilvarenbeek in the Netherlands to record a follow-up album, their first recorded outside the UK. Writing and recording caused internal friction, for Hackett felt some of his contributions were dropped in favour of material by keyboardist Tony Banks. |
1763_1 | The album received a positive response from critics and contributed to the band's growing popularity in the US. It reached No. 7 in the UK and No. 26 in the US and sold steadily, eventually reaching Gold certification by the British Phonographic Institute and the Recording Industry Association of America. The single "Your Own Special Way" was the band's first charting single in the US, reaching . The band's 1977 tour, their last with Hackett, was their first with Chester Thompson hired as their live drummer. Three tracks left off the album were released during this time as an extended play, Spot the Pigeon. The album was reissued with a new stereo and 5.1 surround sound mix in 2007. |
1763_2 | Background and production
By mid-1976, Genesis had survived the departure of original frontman Peter Gabriel, with drummer Phil Collins taking over lead vocals, and produced the critically and commercially successful album A Trick of the Tail and supporting tour. When they started work on a new album, keyboardist Tony Banks recalled a considerable amount of music had been written before the recording stage. Bassist and rhythm guitarist Mike Rutherford said it took an estimated six weeks to write the album. He pointed out the band wished to distance themselves from writing songs that were inspired by fantasy, something that their past albums "were full of". They wanted to write songs that they enjoyed, rather than having to please all the fans. |
1763_3 | Hackett requested time to do another solo album before recording Wind & Wuthering, but was denied. He suggested ideas like dividing the song credits evenly so all four members had an equal number of songs on the album and bringing in outside musicians, which received a cold reception from the other members. He found himself arguing with the band as he felt his ideas were rejected in favour of material that Banks, in particular, had put forward. Having already released his first solo album, Voyage of the Acolyte, Hackett requested the band use more of his musical ideas on Wind & Wuthering. Banks ended up with six writing credits on the album's nine tracks, more than any other member. Collins spoke of Hackett's request: "We just wanted to use what we agreed was the strongest material, irrespective of who wrote it". He later said he did like Hackett's songs, but just thought Banks won the popular vote with the band. Hackett was not interested in writing shorter and simpler songs, and |
1763_4 | felt "the wackiness was being toned down". |
1763_5 | Recording began in September 1976 with producer David Hentschel at Relight Studios in Hilvarenbeek, Netherlands, the first time Genesis recorded an album outside of the UK. The band learned that they could keep as much as 25 per cent more of their earnings if they recorded an album overseas. Rutherford found the idea attractive, for the location offered fewer distractions. The band recorded quickly, and finished the basic tracks for the album in twelve days. Further work on the album was completed in October at Trident Studios in London; the album was mixed there in three weeks. |
1763_6 | Collins explained that the album's title derives from a combination of the early working titles of "Unquiet Slumbers for the Sleepers..." and "...In That Quiet Earth", respectively. The first was named because of its "wind-like evocations"; the second as it has "a bit of a corny mood" like Emily Brontë's novel Wuthering Heights did. The songs took their titles from the last sentence in the novel. The "Wind" also has links to "The House of the Four Winds", a piece guitarist Steve Hackett wrote that became the bridge on "Eleventh Earl of Mar", plus the wind alluded to on "Your Own Special Way". Banks suggested the album's title which received some initial doubts from management "because it isn't zap-pow enough." |
1763_7 | The album's sleeve was designed and illustrated by Colin Elgie and Hipgnosis. Upon hearing the album's title Elgie liked its visual title and immediately thought of Heathcliff, a prominent character from Wuthering Heights, and English moorland. He had remembered a scene from the Middle Ages film The War Lord (1965) which featured Charlton Heston standing beside a tree and the birds in it take flight. The cover is a watercolour by Elgie which took around three weeks to complete. He looked back on his design and wished to use "a hint more colour, less monochromatic".
Songs |
1763_8 | Side one
"Eleventh Earl of Mar" refers to the historical figure of John Erskine, Earl of Mar, a Scottish Jacobite. Its working title was "Scottish". The first line of the song, "The sun had been up for a couple of hours", is the opening line of the novel The Flight of the Heron by D. K. Broster. Rutherford, who wrote the song's lyrics, got the idea after reading a "history book about a failed Scottish rising ... around 1715". Hackett wrote the music and lyrics to the song's bridge, which was originally a section of a different song. |
1763_9 | "One for the Vine" was a track that Banks wrote during the writing sessions for A Trick of the Tail. He spent a year working on the song until he "got it right". His aim was to piece together a variety of instrumental parts into a complete song without repeating a section. The lyrics, which came after Banks had arranged the track, are a musical fantasy about a man who had been declared a Christ-like religious figure, and was forced to lead people into battle, while the music featured a variety of styles. In the end, he becomes the prophet that he himself did not believe in, and becomes disillusioned. Banks was inspired by the science fiction novel Phoenix in Obsidian (1970) by Michael Moorcock. The song became a live favourite, and regularly featured in the band's setlist for several years. |
1763_10 | "Your Own Special Way" is an acoustic ballad written by Rutherford in open tuning, which includes a previously unused instrumental piece in the middle. He later said it was easier to join bits of individual songs together than write a single cohesive short piece.
Collins describes "Wot Gorilla?" as one of his favourite tracks on the album as it brought in his influences of jazz fusion and Weather Report. Rutherford said of the track, "[it is] a reprise of a section out of 'Vine'. It was Phil's idea to play a fast, jazzy rhythm", that built on the success of "Los Endos" from the previous album. Hackett was less enthusiastic and initially declared it "a very inferior instrumental", but later said it was "good rhythmically, but underdeveloped harmonically". |
1763_11 | Side two
"All in a Mouse's Night" is a comical tale inspired by Tom and Jerry. Banks wrote the lyrics with a cartoon-like feel. The song started out what Rutherford called "an involved epic" until the group abandoned this idea and approached it in a different way. |
1763_12 | "Blood on the Rooftops" is a song concerning "the tedium and repetitiveness of television news and the overall mocking disgust that must sometimes accompany watching the news happen". The music to its chorus was written by Collins with Hackett writing the music to the verses, song's lyrics and its classical guitar introduction. According to Hackett, the song was a love song originally. He explained, "When I heard the other lyrics on the album, there was a bit of a romantic tinge anyway, so I decided to go right the other way and make it as cynical as possible." It also addresses some political issues, which Genesis had previously stayed away from. Banks and Rutherford both claimed it was Hackett's best song as a member of the group. |
1763_13 | "Unquiet Slumbers for the Sleepers..." and "...In That Quiet Earth" are two linked instrumental tracks. The titles refer to the last paragraph of the novel which inspired the album's title – Wuthering Heights, by Emily Brontë, which Banks had spotted in the book and thought the first title suited its mellow atmosphere. The tracks were written so that the band could showcase their instrumental talents, and stretch their musical skills as well as the songwriting. |
1763_14 | "Afterglow" is a straightforward and concise love song, and an important development in the group's career, as it proved to them they could write short songs that they still liked. In contrast to the amount of time it took Banks to develop "One for the Vine", he wrote "Afterglow" "just about in the time it took to play it". Banks said the song "is about a reaction to a disaster and the realisation of what's important to you, in a slightly cataclysmic way [... I] made the chorus the essence of what the person is actually thinking". The ending features Collins' layered vocals. A few days after he wrote it, he came to the sudden realisation that its melody resembles that of "Have Yourself a Merry Little Christmas", which led to him playing it back and concluding "it wasn't the same". A Moog Taurus, a foot-operated analog synthesiser, was used to create a drone effect. It was a staple on Genesis tours for over ten years. |
1763_15 | Unreleased material
The group rehearsed Hackett's "Please Don't Touch" for Wind & Wuthering, but decided not to record it after Collins felt he "couldn't get behind" the song. The group picked "Wot Gorilla?" in its place. Hackett later recorded the song for his solo album of the same name. |
1763_16 | In May 1977, Genesis released the extended play Spot the Pigeon, containing three songs recorded during the Wind & Wuthering sessions but were left off the final track selection–"Match of the Day", "Pigeons", and "Inside and Out". The first two are shorter, more commercial songs; the latter was left off because Collins said it was too long, did not "quite fit" with the overall sound of the album, and that insufficient space remained for it. He said the group considered including the EP of the extra tracks with the album, but decided against it as songs "tend to get lost" with the listener that way. "Inside and Out" remained a favourite of Hackett's, who felt it was stronger than some material that ended up on the album. Spot the Pigeon reached No. 14 in the UK. |
1763_17 | Release
Wind & Wuthering was released in the UK on 17 December 1976. It peaked at No. 7 on the UK Albums Chart and No. 26 on the U.S. Billboard 200. By April 1977, the album had sold roughly 150,000 copies in the U.S. "Your Own Special Way" was released as a single in the U.S. that reached No. 62 on the Billboard singles chart, the band's first charting single with Collins as lead vocalist. In February 1977, the album was certified Gold by the British Phonographic Industry.
Critical reception
When recording finished, Banks expressed some concern that the album would be too "heavy" and "difficult" for people on their first listen, but he knew fans would give the material a chance. He noted the three tracks recorded during the album's sessions that were ultimately left off were "quite simple" and this meant the album had a heavier and more adventurous theme overall. Hackett and Banks have named it as one of their favourite of all Genesis records. |
1763_18 | Wind & Wuthering turned out to be favourable with several critics at the time of release. In a positive review for Record Mirror, David Brown opened with "The grey misty, autumn cover gives away the mood of this album, with its mellow tones and airy songs". He believed the band's new following after the success of A Trick of the Tail would not be disappointed. He thought the album is "remarkably well-paced – the music flows ... in an almost undisturbed stream ... subtle instrumentals cleverly link the songs together". Barbara Sharone reported her various positive impressions of Wind & Wuthering through multiple sessions listening to the album for Sounds. Her thoughts include "too much to digest on one listening", "less immediate but more substantial" than A Trick of the Tail, and "the band now seem relaxed and confident to be themselves". As the review progresses, she comments that "One for the Vine" is "Genesis' finest moment". Rolling Stone gave the album a positive review, praising |
1763_19 | Genesis for being more experimental and steeped in conventional rock than their progressive rock contemporaries. They made particular note of "Your Own Special Way", calling it "a first-rate pop song". Wind & Wuthering was included in Billboard magazine's Top Album Picks feature, noting "Genesis has grown into one of the premiere art-rock bands to come out of England and its fans will not be disappointed with the latest offering ... sometimes the music and the words are brilliant". Stephen Lavers for National RockStar named the album the best from Genesis at the time of its release and their most ambitious work since The Lamb Lies Down on Broadway. Circus magazine described the album as "flawless" with "the most mature orchestration to date" from the band. Bruce Malamut for Crawdaddy! said the "Unquiet Slumbers" suite was "majestic" with its "colourful sound textures". |
1763_20 | The album continued to receive praise from retrospective critics. Stephen Thomas Erlewine gave the album a retrospective rating of four stars out of five on AllMusic. "Eleventh Earl of Mar" and "One for the Vine" were selected as the album's two "Track Picks". He made note of "Your Own Special Way", calling it "the poppiest tune the group had cut and also the first that could qualify as a love song" and summarised the album as "a standard Genesis record" that finds the band "working the same English eccentric ground that was the group's stock in trade since Trespass". Andy Fyfe, writing for Q, named "One for the Vine" as one of Genesis' "moments of impressive songwriting".
Tour |
1763_21 | Following the album's release, Genesis embarked on a world tour covering Europe, North America, and their first dates in South America. The tour marked the first time Chester Thompson was hired as their touring drummer; Thompson replaced Bill Bruford who played drums on the A Trick of the Tail tour. Bruford was critical of his stint with Genesis as he had no musical input, and consequently, had started rehearsing with John Wetton and Rick Wakeman. Collins had become a fan of Frank Zappa's Roxy and Elsewhere album, which featured Thompson as one of two drummers, and consequently asked him to join the touring band without an audition. |
1763_22 | The band concentrated their stage set with an elaborate lighting display, and their own patented computer-controlled laser light system. The tour received enthusiastic responses from crowds. Collins recognised a growth in the size of their audience in some cities they visited in the US. The tour began on 1 January 1977 with a sold-out UK leg, beginning with three nights at London's Rainbow Theatre where over 80,000 applications were made for the 8,000 available tickets. On 31 January, the live film Genesis In Concert premiered at the ABC Cinema, Shaftesbury Avenue with Princess Anne and Captain Mark Phillips in the audience. |
1763_23 | The North American leg saw Genesis play their first show at Madison Square Garden in New York City. Their concerts in Brazil were attended by over 150,000 people, with a proposed 100,000-person gig cancelled for fear of rioting. Each band member was accompanied by an armed bodyguard during their stay. By the middle of the tour, Hackett had become frustrated with the band, having lost interest in touring and wanted to make a solo record. After the tour finished, and partway through mixing the live album Seconds Out, he decided to quit Genesis.
Reissues
Wind & Wuthering was first reissued on CD in 1985 by Charisma Records. A remastered CD followed in 1994 by Virgin and Atlantic Records. In 2007, the album was released in a new stereo and 5.1 surround sound mix individually and as part of the Genesis 1976–1982 studio album box set engineered by Nick Davis and Tony Cousins.
Track listing
Personnel
Taken from the sleeve notes: |
1763_24 | Genesis
Phil Collins – vocals, drums, cymbals, percussion
Steve Hackett – electric guitars, nylon classical guitar, 12 string guitar, kalimba, autoharp
Mike Rutherford – 4, 6, and 8 string bass guitars, electric and 12 string acoustic guitars, bass pedals
Tony Banks – Steinway grand piano, ARP 2600 synthesizer, ARP Pro Soloist synthesizer, Hammond organ, Mellotron, Roland RS-202 string synthesizer, Fender Rhodes electric piano, 12 string guitar, backing vocals
Production
David Hentschel – production, engineer
Genesis – arrangement, production
Pierre Geoffroy Chateau – assistant engineer
Nick "Cod" Bradford – assistant engineer
Hipgnosis and Colin Elgie – sleeve design
Tex (Nibs) Read, Andy Mackrill, Paul Padun – equipment
Recorded at Relight Studios, Hilvarenbeek, Netherlands.
Remixed at Trident Studios, London
Charts
Certifications
References
Notes
Citations
Bibliography |
1763_25 | Genesis (band) albums
1976 albums
Albums with cover art by Hipgnosis
Virgin Records albums
Atlantic Records albums
Albums produced by David Hentschel
Atco Records albums
Charisma Records albums
Works based on Wuthering Heights
Albums recorded at Trident Studios
Albums produced by Phil Collins
Albums produced by Tony Banks (musician)
Albums produced by Mike Rutherford |
1764_0 | The Kerry Senior Football Championship (known for sponsorship reasons as Garvey’s SuperValu Senior Football Championship) is an annual Gaelic football competition organised by the Kerry County Board of the Gaelic Athletic Association since 1889 for the top Gaelic football teams in the county of Kerry in Ireland.
The series of games are played during the summer and autumn months, with the county final currently being played in either Austin Stack Park or FitzGerald Stadium in October. Initially played a knock-out competition, the championship currently uses a double elimination format whereby each team is guaranteed at least two games. |
1764_1 | The Kerry County Championship is an integral part of the wider Munster Senior Club Football Championship. The winners of the Kerry county final join the champion clubs of the other five counties to contest the provincial championship. The winning team of the county championship also has the honour of naming the captain of the Kerry senior team for the following year.
The title has been won at least once by 22 different teams. The all-time record-holders are Austin Stacks and Dr. Crokes who have both won a total of 13 titles.
Austin Stacks are the title-holders after defeating Kerins O'Rahillys by 0-13 to 0-10 in the 2021 championship final.
Participating teams
The teams taking part in the 2021 Kerry Senior Football Championship are:
Wins listed by club
Finals listed by year
1880s
1889 Laune Rangers 0–06 beat Killarney Crokes 0–03 |
1764_2 | 1890s
1890 Laune Rangers 1–04 beat Tralee Mitchels 0–01
1891 Ballymacelligott 1–08 beat Keel 0–01
1892 Laune Rangers 3–07 beat Ballymacelligott 1–07
1893 Laune Rangers 1–01 beat Keel 0–02
1894 Ballymacelligott beat Irremore (W/O)
1895 Ballymacelligott
1896 Caherciveen, Tralee Mitchels (Shared)
1897 Irremore beat Tralee Mitchells
1898
1899
1900s
1900 Laune Rangers 3-04 beat Killarney Crokes 0-03
1901 Killarney Crokes 1-02 beat Caherciveen 0-02
1902 Tralee Mitchels Awarded
1903 Tralee Mitchels beat Kilcummin W/O
1904 Tralee Mitchels W/O Caherciveen
1905 Tralee Mitchels W/O Caherciveen
1906 Not played
1907 Tralee Mitchels 0-11 beat Lispole 0-01
1908 Tralee Mitchels 0-08 beat Dingle Gascons 0-04
1909 Combined with 1910 championship |
1764_3 | 1910s
1910 Tralee Mitchels 3–04 beat Laune Rangers 0–04
1911 Laune Rangers 1–03 beat Tralee Mitchels 1–01
1912 Killarney Crokes 1–06 beat Tralee Mitchels 0–00
1913 Killarney Crokes 3–01 beat Kilcummin 1–00
1914 Killarney Crokes 1–02 beat Tralee Mitchels 1–00
1915 Not played
1916 Not finished
1917 Tralee Mitchels beat Farranfore
1918 Ballymacelligott beat Farranfore
1919 Tralee Mitchels 3–03 beat Dingle Gascons 2–02
1920s
1920
1921
1922
1923
1924
1925 Tralee Division 1–05 beat Listowel Selection 0–04
1926 Tralee Division 7–07 beat Listowel Selection 2–01
1927 Tralee Division beat North Kerry
1928 Austin Stacks 3–04 beat Kerins O'Rahilly's 0–07
1929 John Mitchels 3–04 beat Austin Stacks 0–04 |
1764_4 | 1930s
1930 Austin Stacks 4–04 beat Kerins O'Rahilly's 2–05
1931 Austin Stacks 2–07 beat John Mitchels 1–03
1932 Austin Stacks 2–03 beat North Kerry 1–05
1933 Kerins O'Rahilly's 5–5 beat Austin Stacks 0–05
1934
1935
1936 Austin Stacks 0–06 beat Kerins O'Rahilly's 0–04
1937 John Mitchels beat Dingle
1938 Dingle 3–03 North Kerry 2–05
1939 Kerins O'Rahilly's 2–08 beat Dingle 1–03
1940s
1940 Dingle beat Kerins O'Rahilly's
1941 Dingle 3–06 beat John Mitchels 2–00
1942 Shannon Rangers 2–04 beat John Mitchels 1–03
1943 Dingle 3–06 beat Castleisland 2–02
1944 Dingle 1–03 beat Castleisland 0–04
1945 Shannon Rangers 1–07 beat Killarney Legion 0–05
1946 Killarney Legion 0–07 beat John Mitchels 0–05
1947 John Mitchels 2–05 defeated Dingle 0–09
1948 Dingle 2–10 beat Shannon Rangers 0–05
1949 Killarney 2–07 beat John Mitchels 2–03 |
1764_5 | 1950s
1950 Castleisland beat Killarney (R)
1951 Dick Fitzgeralds 1–07 John Mitchels 0–03
1952 John Mitchels 3–06 beat Kenmare 0–06
1953 Kerins O'Rahilly's 1–04 beat Shannon Rangers 0–05
1954 Kerins O'Rahilly's 2–01 beat Kenmare 1–02
1955 South Kerry 2–05 beat Shannon Rangers 0–09 (replay)
1956 South Kerry 1–11 defeated Kerins O'Rahilly's 0–10
1957 Kerins O'Rahilly's 1–11 beat St Brendan's 3–01
1958 South Kerry 1–13 beat St Brendan's 1–05
1959 John Mitchels 3–09 beat Feale Rangers 1–10 (R)
1960s
1960 John Mitchels 1–11 beat West Kerry 0–03 (R)
1961 John Mitchels 2–09 beat Kerins O'Rahilly's 0–08
1962 John Mitchels 1–09 beat Feale Rangers 0–05 (R)
1963 John Mitchels 4–04 beat Kerins O'Rahilly's 2–03
1964 Shannon Rangers 1–10 beat East Kerry 1–05
1965 East Kerry 0–10 beat Mid Kerry 0–04 (R)
1966 John Mitchels 2–10 beat East Kerry 1–10
1967 Mid Kerry 0–12 beat West Kerry 2–04
1968 East Kerry 6–08 beat Waterville 1–09
1969 East Kerry 2–07 beat Waterville 1–08 |
1764_6 | 1970s
1970 East Kerry 1–15 beat Waterville 0–15
1971 Mid Kerry 0–12 beat Shannon Rangers 1–06 (R)
1972 Shannon Rangers 2–08 beat Mid Kerry 1–07
1973 Austin Stacks 2–08 beat West Kerry 1–06
1974 Kenmare 2–12 beat Shannon Rangers 1–05
1975 Austin Stacks 1-07 beat Mid Kerry 1–04
1976 Austin Stacks 1–14 beat Kenmare 0–07
1977 Shannon Rangers 0–10 beat Feale Rangers 0–06
1978 Feale Rangers 0–08 beat Mid Kerry 0–03
1979 Austin Stacks 1–11 beat Castleisland 0–09
1980s
1980 Feale Rangers 1–10 beat Austin Stacks 1–07
1981 South Kerry 1–12 beat Austin Stacks 0–11
1982 South Kerry 0–07 beat Feale Rangers 0–05
1983 Killarney beat Feale Rangers
1984 West Kerry beat South Kerry
1985 West Kerry 0–11 beat Feale Rangers 1–05
1986 Austin Stacks 1–11 beat Killarney 1–07
1987 Kenmare 3–10 beat Dr Crokes 0–18 (R)
1988 St Kieran's 0–10 beat Dr Crokes 0–03
1989 Laune Rangers 2–13 beat John Mitchels 1–06 |
1764_7 | 1990s
1990 West Kerry 4–09 beat Mid Kerry 0–07
1991 Dr Crokes 2–10 beat Castleisland Desmonds 1–10
1992 Mid Kerry 3–09 beat St. Brendan's 1-10
1993 Laune Rangers 1–15 beat Annascaul 1–08
1994 Austin Stacks 0–12 beat Dr. Crokes 1–05 (Replay)
1995 Laune Rangers 1–07 beat East Kerry 0–06
1996 Laune Rangers 2–07 beat West Kerry 1–09
1997 East Kerry 1–11 beat Laune Rangers 0–08 (Replay)
1998 East Kerry 2–13 beat St Kieran's, Castleisland 1–10
1999 East Kerry 0–10 beat Feale Rangers 1–06
2000s
2000 Dr Crokes 1–04 beat An Ghaeltacht 0–06
2001 An Ghaeltacht 1–13 beat Austin Stacks 0–10
2002 Kerins O'Rahilly's 0–14 beat Kilcummin 0–05
2003 An Ghaeltacht 0–12 beat Laune Rangers 2–04 (Replay)
2004 South Kerry 1–13 beat Laune Rangers 2–05
2005 South Kerry 0–12 beat Dr Crokes 1–06
2006 South Kerry 0–12 beat Dr Crokes 1–08
2007 Feale Rangers 1–04 beat South Kerry 0–06
2008 Mid Kerry 1–07 beat Kerins O'Rahilly's 0–09 (Replay)
2009 South Kerry 1–08 beat Dr Crokes 0–10 |
1764_8 | 2010s
2010 Dr Crokes 1–15 beat Austin Stacks 0–11
2011 Dr Crokes 2–08 beat Mid Kerry 0–09
2012 Dr Crokes 2–13 beat Dingle 0–08
2013 Dr Crokes 4–16 beat Austin Stacks 0–12
2014 Austin Stacks 2–13 beat Mid Kerry 1–07 (Replay)
2015 South Kerry 1–13 beat Killarney Legion 1–12 (Replay)
2016 Dr. Crokes 2–16 beat Kenmare District 1–12
2017 Dr Crokes 0-17 beat South Kerry 1-12
2018 Dr Crokes 1-15 beat Dingle 0–12
2019 East Kerry 2-14 beat Dr Crokes 1-07
2020s
2020 East Kerry 2-15 beat Mid Kerry 0-09
2021 Austin Stacks 0-13 beat Kerins O'Rahillys 0-10
Records and statistics
Teams |
1764_9 | By decade
The most successful team of each decade, judged by number of Kerry Senior Football Championship titles, is as follows:
1880s: 1 for Laune Rangers (1889)
1890s: 3 each for Laune Rangers (1890-92-93) and Ballymacelligott (1891-94-95)
1900s: 4 for Tralee Mitchels (1902-03-07-08)
1910s: 3 each for Tralee Mitchels (1910-17-19) and Dr Crokes (1912-13-14)
1920s: 3 for Tralee Division (1925-26-27)
1930s: 4 for Austin Stacks (1930-31-32-36)
1940s: 5 for Dingle (1940-41-43-44-48)
1950s: 3 each for Kerins O'Rahilly's (1953-54-57) and South Kerry (1955-56-58)
1960s: 5 for John Mitchels (1960-61-62-63-66)
1970s: 4 for Austin Stacks (1973-75-76-79)
1980s: 2 each for South Kerry (1981-82) and West Kerry (1984-85)
1990s: 3 each for Laune Rangers (1993-95-96) and East Kerry (1997-98-99)
2000s: 4 for South Kerry (2004-05-06-09)
2010s: 7 for Dr Crokes (2010-11-12-13-16-17-18) |
1764_10 | Gaps
Top ten longest gaps between successive championship titles:
78 years: Laune Rangers (1911-1989)
77 years: Dr Crokes (1914-1991)
45 years: Kerins O'Rahilly's (1957-2002)
37 years: Austin Stacks (1936-1973)
34 years: Killarney (1949-1983)
27 years: Feale Rangers (1980-2007)
27 years: East Kerry (1970-1997)
23 years: Ballymacelligott (1895-1918)
23 years: South Kerry (1958-1981)
22 years: South Kerry (1982-2004)
References
Gaelic football competitions in County Kerry
Senior Gaelic football county championships |
1765_0 | The Hudson Motor Car Company made Hudson and other branded automobiles in Detroit, Michigan, U.S., from 1909 to 1954. In 1954, Hudson merged with Nash-Kelvinator to form American Motors Corporation (AMC). The Hudson name was continued through the 1957 model year, after which it was discontinued.
Company strategy
The name "Hudson" came from Joseph L. Hudson, a Detroit department store entrepreneur and founder of Hudson's department store, who provided the necessary capital and gave permission for the company to be named after him. A total of eight Detroit businessmen formed the company on February 20, 1909, to produce an automobile which would sell for less than US$1,000 (equivalent to approximately $ in funds). |
1765_1 | One of the chief "car men" and organizer of the company was Roy D. Chapin Sr., a young executive who had worked with Ransom E. Olds. (Chapin's son, Roy Jr., would later be president of Hudson-Nash descendant American Motors Corp. in the 1960s). The company quickly started production, with the first car driven out of a small factory in Detroit on July 3, 1909, at Mack Avenue and Beaufait Street on the East Side of Detroit, occupying the old Aerocar factory.
The new Hudson "Twenty" was one of the first low-priced cars on the American market and very successful with more than 4,000 sold the first year. The 4,508 units made in 1910 were the best first year's production in the history of the automobile industry and put the newly formed company in 17th place industry-wide, "a remarkable achievement at a time" when there were hundreds of makes being marketed. |
1765_2 | Successful sales volume required a larger factory. A new facility was built on a 22-acre parcel at Jefferson Avenue and Conner Avenue in Detroit's Fairview section that was diagonally across from the Chalmers Automobile plant. The land was the former farm of D.J. Campau. It was designed by the firm of renowned industrial architect Albert Kahn with 223,500 square feet and opened on October 29, 1910. Production in 1911 increased to 6,486. For 1914 Hudsons for the American market were now left hand drive. |
1765_3 | Coachbuilder Fisher Body Co. built bodies for Hudson cars (as well as many other automotive marques) until they were bought out by General Motors in 1919. From 1923, Hudson bodies were built exclusively by Massachusetts company Biddle and Smart. The lucrative contract with Hudson would see Biddle and Smart buy up many smaller local coachbuilders to meet the Hudson demand. Peak shipments came in 1926, when the company delivered 41,000 bodies to Hudson. An inability to stamp steel meant that their products were made using aluminum. |
1765_4 | On 1 July 1926, Hudson's new US$10 million ($ in dollars ) body plant was completed where the automaker could now build the all-steel closed bodies for both the Hudson and Essex models. Biddle and Smart continued to build aluminum body versions of the Hudson line and were marketed by Hudson as "custom-built" although they were exactly the same as the steel-body vehicles. With Hudson now building in-house, Biddle and Smart saw their work for Hudson drop by 60%. From 1927 Hudson gradually began to utilize local coachbuilders Briggs Manufacturing Company and Murray Corporation of America to supplement Hudson's own production which was expanding domestically and internationally. With car prices falling due to the Great Depression and the costs to transport vehicles from Massachusetts to Detroit becoming too expensive, the contract with Biddle and Smart was terminated in 1930, and Biddle and Smart went out of business shortly thereafter. |
1765_5 | At their peak in 1929, Hudson and Essex produced a combined 300,000 cars in one year, including contributions from Hudson's other factories in Belgium and England; a factory had been built in 1925 in Brentford in London. Hudson was the third largest U.S. car maker that year, after Ford Motor Company and Chevrolet. |
1765_6 | Hudson had a number of firsts for the auto industry; these included dual brakes, the use of dashboard oil-pressure and generator warning lights, and the first balanced crankshaft, which allowed the Hudson straight-six engine, dubbed the "Super Six" (1916), to work at a higher rotational speed while remaining smooth, developing more power for its size than lower-speed engines. The Super Six was the first engine built by Hudson, previously Hudson had developed engine designs and then had them manufactured by Continental Motors Company. Most Hudsons until 1957 had straight-6 engines. The dual brake system used a secondary mechanical emergency brake system, which activated the rear brakes when the pedal traveled beyond the normal reach of the primary system; a mechanical parking brake was also used. Hudson transmissions also used an oil bath and cork clutch mechanism that proved to be as durable as it was smooth.
Essex and Terraplane |
1765_7 | In 1919, Hudson introduced the Essex brand line of automobiles; the line was originally for budget-minded buyers, designed to compete with Ford and Chevrolet, as opposed to the more up-scale Hudson line competing with Oldsmobile and Studebaker. Local coachbuilder Briggs Manufacturing Co. introduced their first-of-its-kind closed coach body in 1922 for Hudson's Essex. It was the first closed vehicle available at a price close to its open-bodied brethren. The 1922 Essex closed body was priced only $300 more than the 1922 Essex touring. Within three years, its popularity enabled Hudson to reduce its price so that both the 1925 Essex touring and coach were priced the same. The Essex found great success by offering one of the first affordable sedans, and combined Hudson and Essex sales moved from seventh in the U.S. to third by 1925. |
1765_8 | In 1932, Hudson began phasing out its Essex nameplate for the modern Terraplane brand name. The new line was launched on July 21, 1932, with a promotional christening by Amelia Earhart. For 1932 and 1933, the restyled cars were named Essex-Terraplane; from 1934 as Terraplane, until 1938 when the Terraplane was renamed the Hudson 112. Hudson also began assembling cars in Canada, contracting Canada Top and Body to build the cars in their Tilbury, Ontario, plant. In England Terraplanes built at the Brentford factory were still being advertised in 1938. |
1765_9 | An optional accessory on some 1935–1938 Hudson and Terraplane models was a steering column-mounted electric gear pre-selector and electro-mechanical automatic shifting system, known as the "Electric Hand", manufactured by the Bendix Corporation. This took the place of the floor-mounted shift lever, but required conventional clutch actions. Cars equipped with Electric Hand also carried a conventional shift lever in clips under the dash, which could be pulled out and put to use in case the Electric Hand should ever fail. Hudson was also noted for offering an optional vacuum-powered automatic clutch, starting in the early 1930s. |
1765_10 | Hudson Eight
For the 1930 model year Hudson debuted a new flathead inline eight cylinder engine with block and crankcase cast as a unit and fitted with two cylinder heads. A 2.75-inch bore and 4.5-inch stroke displaced 218.8 cubic inches developing at 3,600 rpm with the standard 5.78:1 compression ratio. The 5 main bearing crankshaft had 8 integral counterweights, an industry first, and also employed a Lanchester vibration damper. Four rubber blocks were used at engine mount points. A valveless oil pump improved the Hudson splash lubrication system.
The new eights were the only engine offering in the Hudson line, supplanting the Super Six, which soldiered on in the Essex models.
At the 1931 Indianapolis 500, Buddy Marr's #27 Hudson Special (using a Winfield carburetor) finished tenth.
1936–1942 |
1765_11 | In 1936, Hudson revamped its cars, introducing a new "radial safety control" / "rhythmic ride" suspension which suspended the live front axle from two steel bars, as well as from leaf springs. Doing this allowed the use of longer, softer leaf springs ("rhythmic ride"), and prevented bumps and braking from moving the car off course. The 1936 Hudsons were also considerably larger inside than competitive cars — Hudson claimed a interior, comparing it to the in the "largest of other popular cars" of the time. With an optional bulging trunk lid, Hudson claimed the trunk could accommodate of luggage. The 1936 engines were powerful for the time, from . |
1765_12 | The 1939 models joined other American cars in the use of a column-mounted gearshift lever. This freed front-seat passenger space and remained the industry standard through the 1960s, when "bucket seats" came into vogue. Hudson became the first car manufacturer to use foam rubber in its seats. The Hudson Terraplane was dropped. For 1940 Hudson introduced coil spring independent front suspension, aircraft-style shock absorbers mounted within the front springs, and true center-point steering on all its models, a major advance in performance among cars in this price range. The Super Six model was reintroduced as well. Despite all these changes, Hudson's sales for 1940 were lower than in 1939 and the company lost money again. The advent of military contracts the following year brought relief. |
1765_13 | The 1941 Hudsons retained the front end styling of the 1940 models but the bodies were new with 5.5 inches added to their length giving more legroom. A new manual 3-speed syncromesh transmission was quieter with all helical gears. Wheelbases increased by 3 inches, with offerings of 116, 121, and 128 inches, and height was decreased with flatter roofs. Convertibles now had a power-operated top. Big Boy trucks now used the 128-inch wheelbase. In 1942, as a response to General Motors' Hydramatic automatic transmission, Hudson introduced its "Drive-Master" system. Drive-Master was a more sophisticated combination of the concepts used in the Electric Hand and the automatic clutch. It contained a vacuum powered module on the transmission to switch between second and third gear and a vacuum powered module to pull the clutch in and out. At the touch of a button, Drive-Master offered the driver a choice of three modes of operation: ordinary, manual shifting and clutching; manual shifting with |
1765_14 | automatic clutching; and automatic shifting with automatic clutching. All this was accomplished by a large and complicated mechanism located under the hood. They worked well, and in fully automatic mode served as a good semi-automatic transmission. When coupled with an automatic overdrive, Drive-Master became known as Super-Matic. Re-engineering of the frame rear end to use lower springs reduced car height by . Sheet metal "spats" on the lower body now covered the running boards and new wider front and rear fenders accommodated this. |
1765_15 | Female designer
As the role of women increased in car-purchase decisions, automakers began to hire female designers. Hudson, wanting a female perspective on automotive design, hired Elizabeth Ann Thatcher in 1939, one of America's first female automotive designers. Her contributions to the 1941 Hudson included exterior trim with side lighting, interior instrument panel, interiors and interior trim fabrics. She designed for Hudson from 1939 into 1941, leaving the company when she married Joe Oros, then a designer for Cadillac. He later became head of the design team at Ford that created the Mustang.
World War II
As ordered by the Federal government, Hudson ceased auto production from 1942 until 1945 in order to manufacture material during World War II, including aircraft parts and naval engines, and anti-aircraft guns. The Hudson "Invader" engine powered many of the landing craft used on the D-Day invasion of Normandy, June 6, 1944. |
1765_16 | During World War II Hudson had also an aircraft division that produced ailerons for one large eastern airplane builder. The plant was capable of large scale production of wings and ailerons as well as other airplane parts. On May 22, 1941, Hudson was given a contract for the Oerlikon 20 mm cannon with the Jefferson Avenue Plant, on Jefferson Avenue and Connor Avenue, responsible to convert the original Swiss drawings to American production standards. The company produced 33,201 Oerlikons for the United States Navy with the original mechanism continued in use without major change and with complete interchangeability of parts until the end of the war. Hudson also manufactured millions of other weaponry and vehicle parts for the war effort. Hudson ranked 83rd among United States corporations in the value of World War II military production contracts. |
1765_17 | Fisher takeover attempt
The Fisher Body Company, later the Fisher Body Division of GM manufactured bodies for many automobile marques throughout the early 20th Century. From 1926 the business had become part of General Motors. Just before World War II, the Fisher brothers contemplated a takeover of Hudson and commissioned engineer Roscoe C. (Rod) Hoffman, from Detroit, to design and build several rear-engine prototype vehicles for possible eventual production as Hudsons. One prototype was built in secret in 1935. |
1765_18 | World War II forced the brothers to shelve their plans while the company turned their efforts to the war effort. When brothers Fred and Charles retired from GM in 1944 they revived the Hudson takeover idea with the view of establishing new, independent automobile manufacturing operations. The brothers contacted Queen Wilhelmina of the Netherlands, Hudson's main stockholder, offering to buy. Using an intermediary, Queen Wilhelmina expressed her interest to sell prompting the Fisher brothers to begin devoting time at Hudson and their own plant in anticipation of a sale. When news of these events hit Wall Street, the price of Hudson stock skyrocketed with the general consensus held by investors that a Fisher takeover would be the best thing for Hudson. However, the Fisher brothers tender offer fell short of Hudson's sudden increased market value and the deal did not go through.
1946–1954
Production resumed after the war and included a wheelbase three-quarter-ton pickup truck. |
1765_19 | In 1948, the company launched their "step-down" bodies, which lasted through the 1954 model year. The term step-down referred to Hudson's placement of the passenger compartment down inside the perimeter of the frame; riders stepped down into a floor that was surrounded by the perimeter of the car's frame. The result was not only a safer car, and greater passenger comfort as well, but, through a lower center of gravity, a good handling car. In time almost all U.S. automakers would embrace it as a means of building bodies. Automotive author Richard Langworth described the step-down models as the greatest autos of the era in articles for Consumer Guide and Collectible Automobile. |
1765_20 | For the 1951 model year, the 6-cylinder engine received a new block with thicker walls and other improvements to boost horsepower by almost 18% and torque by 28.5% making Hudson a hot performer again. The GM-supplied 4-speed Hydramatic automatic transmission was now optional in Hornets and Commodore Custom 6s and 8s.
Hudson's strong, light-weight bodies, combined with its high-torque inline six-cylinder engine technology, made the company's 1951–54 Hornet an auto racing champion, dominating NASCAR in 1951, 1952, 1953, and 1954. |
1765_21 | Herb Thomas won the 1951 and 1954 Southern 500s and Dick Rathmann won in 1952. Some NASCAR records set by Hudson in the 1950s (e.g. consecutive wins in one racing season) still stand even today. Hudson cars also did very well in races sanctioned by the AAA Contest Board from 1952 to 1954 with Marshall Teague winning the 1952 AAA Stock Car Championship and Frank Mundy in 1953. Often Hudsons finished in most of the top positions in races. Later, these cars met with some success in drag racing, where their high power-to-weight ratio worked to their advantage. Hudsons enjoyed success both in NHRA trials and local dirt track events. |
1765_22 | As the post-war marketplace shifted from a seller's to a buyer's market the smaller U.S. automakers, such as Hudson and Nash, found it increasingly difficult to compete with the Big Three (Ford, GM and Chrysler) during the 1950s. A sales war between Ford and General Motors conducted during 1953 and 1954 had left little business for the much smaller "independent" automakers trying to compete against the standard models offered by the domestic Big Three. The Big Three could afford constant development and styling changes, so that their cars looked fresh every year, whereas the smaller manufacturers could only afford gradual changes. Hudson's once-innovative "step-down" unit-body construction, while sturdy and innovative, also made restyling difficult and expensive. Although Hudsons dominated racing during this period, their feats did little to affect showroom traffic. Sales fell each year from 1951 to 1954 and only Korean War military contracts kept the company afloat. On March 20, |
1765_23 | 1954, the Hudson Motor Car Company reported a loss of $10,411,060 in 1953 as compared with a profit of $8,307,847 in 1952. |
1765_24 | After the company's high-priced Jet compact car line failed to capture buyers in its second straight year, Hudson CEO A.E. Barit engaged with George W. Mason, CEO of Nash-Kelvinator (makers of Nash and Rambler) to discuss the possibility of a merger with Nash. Mason already had the vision of merging the four independent automakers (Nash, Hudson, Packard, and Studebaker) into one company to compete with the Big Three, having floated the idea as early as 1946 with Packard to no avail. Mason had previously discussed the idea with Barit in 1952. On 14 January 1954 an agreement was reached and Nash and Hudson executives took the first steps to bring the two companies together.
1954 – Merger with Nash-Kelvinator
On May 1, 1954, Hudson merged with Nash-Kelvinator to become American Motors Corporation. George W. Mason became CEO and president of AMC while Hudson's president, A.E. Barit retired to become an AMC board member. |
1765_25 | The Hudson factory, located in Detroit, Michigan, was converted to military contract production at the end of the model year, and the remaining three years of Hudson production took place at the Nash plant in Kenosha, Wisconsin building rebadged Nash cars with the Hudson brand name. Nash would focus most of its marketing resources on its smaller Rambler models, and Hudson would focus its marketing efforts on its full-sized cars. The first Hudson model to terminate production was the Jet. The new company could then focus on the more successful Nash Rambler. Henceforth, Hudson dealers would have badge-engineered versions of the Nash Rambler and Metropolitan compacts to sell as Hudson products. |
1765_26 | One of the first things Mason did as CEO of the new company was to initiate talks with James J. Nance, president of Packard, for parts-sharing arrangements between AMC and Packard. At this time AMC did not have its own V8 engine and an agreement was made for the new Packard V8 engine and Packard's Ultramatic automatic transmission to be used in the 1955 Nash Ambassador and Hudson Hornet models. |
1765_27 | In July 1954, Packard acquired Studebaker to form Studebaker-Packard Corporation, however further talks of a merger between AMC and Packard-Studebaker were cut short when Mason died on October 8, 1954. A week after his death, Mason's successor, George W. Romney, announced "there are no mergers under way either directly or indirectly". Nevertheless, Romney continued with Mason's commitment to buy components from Studebaker-Packard Corporation. Although Mason and Nance had previously agreed that Studebaker-Packard would purchase parts from AMC, it did not do so. Moreover, Packard's engines and transmissions were comparatively expensive, so AMC began development of its own V8 engine, and replaced the outsourced unit by mid-1956.
1955–1957 |
1765_28 | For 1955, both Hudson and Nash senior models were built on a common automobile platform using styling themes by Pinin Farina, Edmund E. Anderson, and Frank Spring. Common-body shell production for competing makes of automobiles was a manufacturing technique that had been used by the Big Three for decades.
Anderson set up separate design studios for Nash, Hudson, and Rambler.
Although the 1955 Hudson used the inner body shell of the Nash, the car incorporated a front cowl originally designed by Spring and the Hudson team to be put on the 1954 Step-Down platform. The 1955 models also used the Hudson dashboard, "triple safe brakes" and the Nash Weather Eye heater with Harrison Radiator Corporation-supplied lower cost Freon/compressor type air conditioning. |
1765_29 | For 1955, for the first time, Hudson offered a V8 engine, the Packard-designed and -built engine rated at . All cars with the Packard V8 also used Packard's Ultramatic automatic transmission as an option costing $494 (equivalent to approximately $); the Nash 3-speed manual was also available at US$295.
Hudson dealers also sold Rambler and Metropolitan models under the Hudson brand. (4357 Metropolitans were sold as "Hudson.") When sold by Hudson dealers, both cars were identified as Hudson vehicles via hood/grille emblems and horn buttons. Hudson Ramblers also received "H" symbols on fuel filler caps (and, in 1956, also on hubcaps).
In 1956 ex-Hudson president A.E Barit resigned from the Board in protest over the likelihood that Hudson would be phased out of production. |
1765_30 | For 1956, the design of the senior Hudsons was given over to designer Richard Arbib, which resulted in the "V-Line" styling motif, a combination of "V" motifs that carried Hudson's triangular corporate logo theme. Sales fell below 1955 figures.
With a wider front track than Nash used, Hudson was the better handling car and was powered by the famed Hornet Six with the optional high-compression cylinder head and dual-carburetor manifold ("Twin-H Power"); the Twin H would disappear at the end of the 1956 model year.
The Wasp used the L-head Jet Six engine (up to ) and this model (in sedan version) was Hudson's top seller. For 1957, Hudson dropped the shorter-wheelbase Wasp line, selling only the Hornet Custom and Super, which featured a lowered profile and slightly updated styling. |
1765_31 | George W. Romney felt that Hudson and Nash were no longer relevant players in the automotive market and retired both names at the end of the 1957 model year production. Both Rambler and Metropolitan became makes in their own right, and no longer were identified as Hudson or Nash. |
1765_32 | End of the line
The last Hudson rolled off the Kenosha assembly line on June 25, 1957. There were no ceremonies because at that point there was still hope of continuing the Hudson and Nash names into the 1958 model year on the Rambler chassis as deluxe, longer-wheelbase senior models. The combined Nash and Hudson production volume was not sufficient to justify all-new design and tooling, so the Rambler's platform was expected to be adopted to the longer cars. One major trade magazine said rumors of discontinuance were false and the 1958 Hudsons and Nashes "would be big and smart". Factory styling photographs show designs for a 1958 Hudson (and Nash) line based on a longer-wheelbase 1958 Rambler. Front-end prototype photos show separate Hudson and Nash styling themes. |
1765_33 | AMC's President, George W. Romney, came to the conclusion that the only way to compete with the "Big Three" was to stake the future of AMC on a new smaller-sized car line. Neither Hudson nor Nash brand names had as much positive market recognition as the successful Rambler and their sales were lagging. Together with AMC's chief engineer Meade Moore, Romney had completely phased out the Nash and Hudson brands at the end of 1957. The decision to retire the brands came so quickly that preproduction photographs of the eventual 1958 Rambler Ambassador show both Nash- and Hudson-badged versions. The Rambler brand was selected for further development and promotion while focusing exclusively on compact cars.
Eventually, however, something close to the Hudson design was chosen for the 1958 Rambler Ambassador. Hudson brand enthusiasts will note the triangular grille guard and 1957-like fender "gun sights" and the fast-selling 1958 Rambler Customs wore 1957 Hudson-styled front-fender trim. |
1765_34 | International markets
Hudson, Essex, and Terraplane vehicles were either exported as complete cars or locally-built from knock-down kits in many countries making the Hudson marque well known internationally as well as domestically. In its 1929 report, the banking house Garden Detroit Company reported that in 1928 Hudson shipped 50,587 vehicles overseas, or 17.9% of total production. By March 1929 Hudson had topped all previous production figures having exported 44,295 cars in March alone, bringing the total of shipments for the first quarter of 1929 to an all-time high of 108,298.
Australia
Hudson vehicles were imported into Australia in 1913 by Brisbane company McGhie Motor Company. |
1765_35 | In 1915 the Sydney branch of Dalgety & Co. Ltd became the distributor of Hudson and Essex vehicles for New South Wales. The company was also the agent for Wolseley, Daimler, and Buick passenger vehicles as well as Lacre and Halley commercial vehicles. Motor bodies were produced by Messrs Henderson, Boulton, and Kirkham in Regent Street, Sydney. The company also did trimming, fitting, painting, mechanical work, and repairs. |
1765_36 | Established in 1922, Sydney company Smith & Waddington set up motor vehicle body building operations for NSW and Queensland at premises on Parramatta Road, Camperdown. The company built "custom" car bodies which, by the terminology of the day, meant "built to an individual order and to a special design." In addition to Hudson and Essex for Dalgety, the company built vehicle bodies for Rolls-Royce, Wolseley, Dort, Benz, Fiat, and Tercat Mery. After a slump which caused operations to cease in November 1927, Smith & Waddington resumed production in June 1928, again building for Hudson and Essex for NSW and Queensland, and further adding Dodge, Chrysler, Erskine, and Studebaker for the whole of Australia. Additionally, Sydney coach builder G.H Olding & Sons are known to have built 6 Terraplane phaetons for Dalgety & Co. in 1934. |
1765_37 | In 1926 a new company, Leader Motors Limited was formed to be the exclusive distributor of Hudson and Essex motor vehicles in Queensland. The bodies were made by South Australian company Holden's Motor Body Builders in Brisbane. (In its home town of Adelaide, Holden's made motor bodies for Austin, Buick, Chevrolet, Cleveland, Dodge, Fiat, Oakland, Oldsmobile, Overland, Reo, Studebaker, and Willys Knight.) |
1765_38 | Hudson and Essex assembly began in Victoria by Neal's Motors of Port Melbourne in 1927. The contract to build the bodies was initially given to TJ Richards & Sons of Keswick, Adelaide to supply for Victoria, South Australia, Western Australia, and Tasmania as well as acting as a second source of supply for New South Wales and Queensland. Holden's Motor Body Builders also built bodies. Holden's records show that for 1927 the Adelaide plant built a total 1641 Essex vehicles and 8 Hudsons, and for 1928 the plant built 1931 Essex vehicles and 59 Hudsons. 1928 would be Holden's final year for Hudson and Essex production, and in 1931 the company was bought out by General Motors.
In February 1934 Ruskins Body Works of West Melbourne secured the contract to build Hudson and Terraplane bodies for the whole of Australia. In June 1937 Neal's Motors celebrated assembling its 30,000th automobile: a 1937 Hudson Terraplane. |
1765_39 | In 1939 Dalgety & Co. sold their automotive business to Sydney company and agent for Packard motor vehicles, Ira L. & A.C Berk Pty Ltd which thereafter became the distributors for Hudson in NSW and QLD. The company opened a manufacturing plant in Belmore, Sydney in February, 1949.
After the end of World War II, Australia legislated to restrict the use of U.S. dollars which were in desperately short supply. The use of U.S. dollars to import cars thereafter required a government permit restricting the purchase of American cars only to those with access to U.S. funds held overseas such as consular staff and visiting entertainers. Despite this, Australian distributors of Hudson, Nash, Packard, and Studebaker were able to bring in limited numbers of US-built, factory right-hand-drive vehicles from 1946. |
1765_40 | Dunlop Rubber Company released a report in 1949 about Australian car sales for the period of 1932 to 1949 in which it reported that Hudson vehicles (including Essex and Terraplane) numbered 10,424 units for the 17-year period, coming in at 13th place overall. It was noted in the report generally that all marques in Australia experienced the greatest number of sales prior to World War II.
In 1960, six years after the merger of Hudson and Nash-Kelvinator to form American Motors Corporation, Australian Motor Industries (AMI) of Port Melbourne would form an agreement with AMC to assemble Ramblers in Australia. |
1765_41 | Canada
Canadian assembly of Hudson vehicles commenced in 1932 by Hudson Motors of Canada in Tilbury, Ontario. The factory building was owned by Canadian Top & Body Co. which built the motor bodies for the vehicles. The first models assembled were a series of Hudson Eights. World War II interrupted operations and production ceased in 1941. Post-war operations resumed in 1950, with Hudsons being assembled by CHATCO Steel Products in Tilbury, Ontario. Operations ceased in 1954 following the Nash-Hudson merger that led to the formation of American Motors Corporation. Toronto-based Nash Motors of Canada Ltd. became American Motors (Canada) Ltd. and all subsequent AMC operations continued in Toronto until its closure in 1957. Local production of Ramblers resumed after AMC's Brampton, Ontario plant opened in December 1960. |
1765_42 | Germany
Hudson and Essex vehicles were assembled in Berlin, Germany during the 1920s by Hudson Essex Motors Company m.b.H Berlin-Spandau. The cars were built with the speedometer in kilometers, while the fuel, oil, and temperature gauges remained in their original non-metric units.
New Zealand
Hudson and Essex vehicles were imported into New Zealand by Dominion Motors of Wellington which began operations in 1912. After Dominion Motors amalgamated with Universal Motor Company of Christchurch in 1919 the company became the distributor for not only Hudson and Essex, but also Oldsmobile, Crossley, Chevrolet, Stutz, Rolls-Royce, and (pre-GM) Vauxhall. Vehicles were assembled and finished in-house from partial knock-down kits. |
1765_43 | For South Island, Hudson and Essex vehicles were imported by W.G. Vining Limited of Nelson, beginning in 1912. Vining had built a 31,500 square feet (2,926.5 square meters) garage in 1908 which was the largest garage in New Zealand at the time. A car assembly plant was established at the premises and shortly thereafter Vinings obtained licenses to import and assemble Cadillac, Maxwell, Haynes, and Ford vehicles from the United States; Bean cars from the United Kingdom; and Darracq and Unic vehicles from France. Along with Hudson and Essex, the plant later assembled Chevrolet and Rover vehicles. The business ceased when it was sold on 30 September 1927 upon W.G. Vining's retirement. Vining's son formed a new business, P. Vining & Scott, and continued the Hudson and Essex franchise, adding Morris in 1932. |
1765_44 | New Zealand car sales for the first nine months of 1927 saw Essex in third place with 898 vehicles sold, behind Chevrolet in second place with 1,100 vehicles sold, and Ford in first place with 1651 vehicles sold. Hudson made 12th place with 206 sales. |
1765_45 | From 1935, Hudson vehicles (along with Nash, Studebaker, and Standard) were assembled by Christchurch company Motor Assemblies Limited. Production ended when the company was acquired by Standard-Triumph International in 1954. Hudson production then went to Motor Holdings Ltd which had been founded in 1936 as the Zealand franchise of Jowett Motors. After Jowett's closure in the United Kingdom in 1954 Motor Holdings won the Volkswagen franchise and its Auckland operation was renamed VW Motors for the production of VWs in New Zealand. VW Motors assembled Hudsons as a secondary line. Some were fully imported as special orders. After the Hudson and Nash marques were dropped by AMC, VW Motors assembled AMC's new Rambler motor vehicles at its new Otahuhu Volkswagen plant from 1958 until 1962. AMC formed an agreement in 1963 with Campbell Motor Industries (CMI) of Thames to assemble Ramblers, production of which ran from 1964 until 1971.
South Africa |
1765_46 | Beginning in the 1920s, Hudson and Willys motor vehicles were assembled in South Africa from right-hand-drive complete knock-down (CKD) kits sourced from Canada by Stanley Motors at their plant, National Motor Assemblers (NMA), in Natalspruit (Gauteng). After World War II, NMA, built Austin, Standard, and Triumph vehicles at different times.
After the formation of American Motors Corporation in 1954, NMA continued to assemble AMC Ramblers until 1967.
United Kingdom
Hudsons were introduced to the United Kingdom in 1911. No shipments were possible during the First World War but as soon as the Armistice was signed exports resumed to the U.K. Hudsons and Essex vehicles were sold through ten concessionaires.
In 1922 Hudson-Essex Motors of Great Britain Limited was formed, with new premises on Dordrecht Road, in Acton Vale. Over 100 agents were appointed to sell the vehicles resulting in 2,000 sales in the next 12 months. |
1765_47 | In 1926 a factory was built on 4½ acres of ground on the recently opened Great West Road in Brentford. The plant opened in 1927 and a year later a three-story building was built as a service department for Hudson and Essex vehicles. The factory assembled the vehicle chassis locally but the bodies were imported as complete units from Detroit.
From 1932, the bodies came over from the United States in sections to be assembled at the Great West Road factory. After the Essex marque was retired in 1932 the British company was renamed Hudson Motors Ltd. |
1765_48 | Hudson's new Terraplane model was equally as popular in the U.K as it was in the United States. English-designed and built bodies were built on the Terraplane frames and the cars were even entered in a number of races including the Monte Carlo Rally. Some of the cars entered were driven by personnel from the Great West Road factory. A Hudson Pacemaker won first place in the 1931 Scottish Rally, and another Pacemaker took 7th place in the 1932 Torquay Rally. The Team Award was won by two Terraplane tourers and a Terraplane saloon in the 1933 Scottish Rally.
Because of the Hudson-Essex factory, the Chiswick Roundabout (the junction of Chiswick High Road, North Circular Road, South Circular Road and the Great West Road) became known as "Hudson's Corner." |
1765_49 | After the Hudson and Nash merger, the British company became a subsidiary of American Motors Corporation and was renamed Rambler Motors (A.M.C.) Limited in 1961, taking over from Nash Concessionaires Ltd. as the importer of AMC's new Rambler vehicles. The company imported AMC vehicles, many in factory right-hand-drive, well into the 1970s.
Legacy
For the 1970 model year, American Motors revived the "Hornet" model name for its new series of compact cars (the AMC Hornet). AMC was later purchased by Chrysler, which at one time considered reintroducing the Hornet name in the Dodge model line (See: Dodge Hornet).
The last Hudson dealership was Miller Motors in Ypsilanti, Michigan, which is now part of the Ypsilanti Automotive Heritage Museum.
The Hostetler Hudson Auto Museum in Shipshewana, Indiana features a collection of restored Hudsons. Eldon Hostetler was an inventor who owned a Hudson as a teenager and later purchased Hudson cars and restored them. |
1765_50 | A restored Hudson Dealership sign still occupies its original site on Highway 32 in Chico, California.
The 2006 film, Disney/Pixar's Cars, features a character named Doc Hudson, represented as a 1951 Hudson Hornet.
The 2011 racing video game Forza Motorsport 4 and 2018 racing video game Forza Horizon 4 features a 1952 Hudson Hornet.
The Hermes, a recurring car model featured in Rockstar Games' Grand Theft Auto video game series, is based on the 1951 Hudson Hornet and 1947 Hudson Super Six.
Models
References
The Hudson Triangle (1911-1919) Hudson Motor Car, Volumes 1-13.
External links |
1765_51 | Hudsonclub.org: "Hudson Car Club"
Hetclub.org: Hudson-Essex-Terraplane Club
Hudsonmotorcar.org: Canadian Hudson Motorcar website
Lost Marques.com: Hudson
Allpar.com: 1936 Hudson webpage with details
Legends of NASCAR "Hudson Racing"
Hudson, Hornet, Wasp, Pacemaker, Super 6, Super 8, 308, 262. 254, 232, Flathead 6 engine, Hollywood, Club Sedan, Twin H, Cater Carburetor, Smoky Yurnik, Bernie Siegfried, HET Club, Texas,
allcarsmanuals.com/ workshop, information bulletins, electrical schematics and all technical manuals for all models of Hudson cars. |
1765_52 | 1909 establishments in Michigan
1954 disestablishments in Michigan
American Motors
Car manufacturers of the United States
Defunct motor vehicle manufacturers of the United States
Former components of the Dow Jones Industrial Average
Motor vehicle manufacturers based in Michigan
Vehicle manufacturing companies disestablished in 1954
Vehicle manufacturing companies established in 1909
Car brands
American companies established in 1909
American companies disestablished in 1954
Defunct manufacturing companies based in Michigan |
1766_0 | The Tepehuán are an indigenous people of Mexico. They live in Northwestern, Western, and some parts of North-Central Mexico. The indigenous Tepehuán language has three branches: Northern Tepehuan, Southeastern Tepehuan, Southwestern Tepehuan. The heart of the Tepehuan territory is in the Valley of Guadiana in Durango, but they eventually expanded into southern Chihuahua, eastern Sinaloa, and northern Jalisco, Nayarit, and Zacatecas. By the time of the Spanish conquest of Mexico, Tepehuan lands spanned a large territory along the Sierra Madre Occidental. Tepehuán groups are divided into the Ódami (Northern Tepehuán), Audam (Southwestern Tepehuán), and O'dam (Southeastern Tepehuán), each with their own language, culture, and beliefs. |
1766_1 | Name
Tepehuán, alternately Tepeguán, derives from the Nahuatl term Tēpēhuanih, meaning "Mountain Dwellers" or "Mountain People". The tepe element comes from Nahuatle tepetl (mountains), and huan coming from nemohuayan (dwelling) or from macehualtin (people). Endonyms from the Tepehuán language include O'dam (Southeastern Tepehuán), Audam (Southwestern Tepehuán), and Ódami (Northern Tepehuán).
Clothing |
1766_2 | Today most men wear jeans, shirt and cowboy hat and sandals. Traditional clothing, worn by some men and more women, is very simple in the case of the first and very colorful in the latter. The male attire consists of a shirt, pants and blankets. Blankets in Northern Tepehuán are called kutum and sawira, respectively. In most communities, these items have a simple decoration in a colorful thread used to sew the hems and folds. Even in places like San Francisco de Ocotán, it is customary to tack pants, various multicolor tissues headbands, from the hem to the knee. The traditional hat, known as bonam, is made of soyate fabric with a circular shape. There are some variations in different communities. Like traditional dress, very few people these days use the leather and three holes Susak huaraches, although in some communities use is mandatory in ceremonies as mitote. The women's dress consists of three main parts: a skirt or springcity, a blouse with long sleeves and an apron around |
1766_3 | the waist. The fabrics are satin-like and decorated with lace and colored ribbons. The long socks use of bright colors is very widespread, roasted like plastic shoes. The outfit is enriched with long hair combs, beaded necklaces and earrings or other accessories. Men and women use traditional bags to complement their outfit. |
1766_4 | Tepehuán groups
They still retain some of their traditional customs. The northern Tepehuán numbered 18,249 in 2005, the southeastern, 10,600, and the southwestern, 8,700. The following groups of Tepehuán live in Mexico today:
Northern Tepehuán
Ódami, meaning "We The People" or "People of This Land", live in southern Chihuahua.
Tepehuans means mountain people. Ódami use the term obhai to refer to mestizos or foreigners.
Government
The Tepehuan government is composed of a master general, several governors, six alternates, captains, sergeants, corporals, officers of justice, prosecutors and partygoers. Along with the captain-general, governors administer justice and intervene in resolving conflicts between people. The other members of Ódami government also involved in the administration of justice, while prosecutors are dedicated to clean the churches and partiers, the arrangement of the altar. |
1766_5 | Fiestas
Each community has a ring other parties, introduced following the colonial evangelization that stewards are sponsored elected a year in advance to gather the necessary funds to pay for adornments and beef slaughtered in offering to saint commemorated. |
1766_6 | Southern Tepehuán
O'dam means "We The People" or "People of This Land" in Southeastern Tepehuán and Audam means "We The People" or "People of This Land" in Southwestern Tepehuán, both groups live in the Sierra Madre Occidental in southern Durango and Zacatecas, northern Nayarit, Jalisco. The O'dam, also known as Tepehuanes South or South Tepeguanos are an ethno-linguistic group. The Tepehuanes name or Tepeguanes (as they were known in colonial times) is of Nahuatl origin and was imposed both by speakers of that language as by the Spanish in the sixteenth century. The language of the Tepehuans south, O'dam and Audam belong to the branch of linguistics, Pima Bajo Uto-Aztecan family. It is important to note that while South tepehuanes keep a historical and linguistic relation to Northern Tepehuans (Ódami) inhabiting southern Chihuahua, today there are three distinct groups with different culture and language. |
1766_7 | Geographic and Demographic Data |
1766_8 | The South Tepehuanes live in the municipalities of Mezquital and Pueblo Nuevo in the state of Durango, in the town of Huajicori in Nayarit. El Mezquital-San Pedro River divides the area forming two areas in which Tepehuanes speak a different language variant, it serves as a proper name of the group, since the name "Tepehuán" or "Tepehuanes" word of Nahuatl origin, fared imposed by other Indians and Spaniards in colonial times. On the eastern side of the river we find O'dam speakers; on the western side speakers of Audam. Early in the communities of Santa María de Ocotán and Xoconostle, San Francisco and Santiago de Ocotán Teneraca, in the municipality of Mezquital, Durango. The Audam in Santa María Magdalena Taxicaringa in the same municipality; Chico Milpillas San Bernardino and San Francisco de Lajas in Pueblo Nuevo, Durango; while in the town of Huajicori, Nayarit, the community of San Andrés Milpillas Grande is located. Then, the language of this group is the Southern Tepehuan |
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