Jorj Xolli: Sanderlend

Jorj Xolli: Sanderlend


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Jorj Xolli 1885 yil 25 -noyabrda Seaham -Harborda tug'ilgan. U 1904 yilda "Sanderlend" ga o'tgunga qadar "Seaham White Star" da o'ynagan. O'sha paytda asosiy to'purar Alf Common edi, lekin 1905 yil fevral oyida Midlsbro jamoasidan tushib ketish xavfi ostida edi. Birinchi divizion, uni "Sanderlend" dan 1000 funt sterling evaziga sotib oldi.

Bir jurnalist Commonning transferini "go'sht va qon sotish" deb ta'riflagan. Boshqa bir sport yozuvchisi shunday deb yozgan edi: "Biz assotsiatsiyaning futbolchilari oxir -oqibat bozorda yaxshi yuguradigan otlar bilan raqobatlasha oladimi, deb hayron bo'lamiz".

O'n to'qqiz yoshli Xolli allaqachon zaxirada ko'p gol urgan va Alf Commonning o'rinbosari bo'lishi kutilgan edi. Ichki chapda o'ynagan Xolli tez orada klubning eng yaxshi to'purariga aylandi.

1908 yil yanvar oyida "Sanderlend" Ley Ruz bilan shartnoma imzoladi. Uni Liverpulga ko'chib o'tgan Teddi Doig o'rniga olib kelishdi. Xolli va Ruz yaqin do'st bo'lib qolishdi. O'sha mavsum "Sanderlend" futbol ligasining birinchi divizionida 3 -o'rinni egalladi. Ularning mahalliy raqibi "Nyukasl Yunayted" 53 ochko bilan chempionlikni qo'lga kiritdi. Biroq, "Sanderlend" Sankt-Jeyms bog'ida "Nyukasl" ni 9: 1 hisobida mag'lub etib, Xolli xet-trikka erishdi.

Xolli 1909 yil 15 martda Uelsga qarshi birinchi xalqaro o'yinda g'alaba qozondi. Angliya terma jamoasidagi boshqa o'yinchilar Bob Krompton va Kolin Veych edi. Uning "Sanderlend" dagi jamoadoshi Ley Ruz Uels darvozasini ishg'ol qildi, ammo 15 daqiqadan so'ng Xolli hisobini to'xtata olmadi. Xolli o'sha mavsum beshta xalqaro o'yinda beshta gol urdi. Ajablanarlisi shundaki, u keyingi mavsumda birinchi o'yinda gol ura olmagani uchun jamoadan chetlatildi.

Xolli "Sanderlend" uchun ko'p gol urishda davom etdi va 1911-12 yilgi mavsumda 25 ta gol bilan Birinchi divizionning eng yaxshi to'purari bo'ldi. U, shuningdek, Angliya terma jamoasidagi o'rnini qaytarib oldi va 1912 yilgi Millatlar chempionatida o'ynagan uchta o'yinda ham gol urdi.

"Sanderlend" 1912-13 yilgi mavsumda Futbol Ligasi Birinchi Ligasi chempionligini qo'lga kiritdi. Xolli gollari muhim hissa qo'shdi va afsuski, o'sha mavsumda Angliya kubogi finalida to'liq o'ynay olmadi, jamoa Aston Villaga 1: 0 hisobida yutqazdi.

Xolli 1914 yilda "Sanderlend" ni tark etib, "Brayton va Xou Albion" da o'ynadi. Klubda o'ynagan vaqtida u 315 uchrashuvda 154 ta gol urgan. Shuningdek, u bu davrda Angliya terma jamoasi safida o'nta o'yinda sakkizta gol urdi.

Keyinchalik Sanderlendda murabbiy bo'lib ishlagan Jorj Xolli 1942 yilda vafot etdi.

Ba'zi soqolsiz bolalar ota -boboga aylanishganida, ular yosh avlodni o'z atrofiga yig'ib, Sent -Jeyms bog'iga borib, taniqli novokastriyaliklarni xuddi badbaxt baxtsizlardek qirib tashlagan "Sanderlend" dadil futbolchilari haqida Taynesayd haqida ertak aytib berishadi. ko'rlar uyidan. Bu mavsumning eng zo'r uchrashuvi yil sensatsiyasini ta'minladi va biz o'yinni boshlang'ich paytidagi parallel o'yinlar uchun ortga qaytarishimiz kerak. Men hech qachon o'z imkoniyatlarini ko'proq ishtiyoq va kuchsizlik bilan ishlatgan hujumchilarni ko'rmaganman.

O'yin tumanli va yomg'irli yomg'ir ostida davom etdi. Birinchi bo'lim "Sanderlend" to'qqiz daqiqada Xogg tomonidan osonlikcha kiritildi. O'yinning yarmi o'z vaqtida boshlandi, chunki Tomson qo'li bilan to'p surgan deb hisoblanganda, "Nyukasl" bahsli penalti bilan taqdirlandi. "Sanderlend" futbolchilari hakamdan g'azablanishdi, lekin ularning noroziligi farq qilmadi. Cho'pon darvozani aniq nishonga oldi va hisobni 1: 1 qilib qo'ydi.

"Sanderlend" o'yinchilari jim bo'lib qolishdi va tanaffusdan keyin xuddi odamlarga o'xshab ketishdi. Leazes End -ga hujum qilib, ular chempionatning bu tomonini yo'q qilishga kirishdilar. Yana yarim soat ichida yana sakkizta gol urildi, ulardan oltitasi atigi o'n daqiqada!

Xolli qayta boshlanganidan atigi uch daqiqa o'tgach, zalni ag'darib tashladi, hujumchi Bridgettning ajoyib yugurishi va uzatmasi Nyukasl himoyasida tartibsizlikni keltirib chiqardi. O'n daqiqadan so'ng, "Lads" ning o'yin ustuvorligi ortib borayotgani, yana dividendlar to'ladi, chunki Xogg o'yinning ikkinchi bo'limini 3: 1ga aylantirdi.

Hozircha "Sanderlend" aniq tepada edi, lekin o'n daqiqalik halokatli afsun butun futbol olamini lol qoldirdi. 63-daqiqada Xolli mohirlik bilan bir nechta himoyachilar yonidan o'tib, hisobni 4: 1ga etkazdi va to'rt daqiqadan so'ng, chaqmoq zarbasi bilan xet-golini yakunladi. Ikki daqiqadan so'ng, Bridgett Uitson bilan to'p uchun kurashda g'alaba qozonib, uni yaxlitlab, 6: 1ga aylantirdi.

Keyingi o'yinda men Valley Paradda Bredford Siti bilan o'ynadim. Faqat o'tgan aprel oyida "Siti" FA kubogini qo'lga kiritgan edi. Ular buyuk taraf edi, lekin biz ularni mag'lub qildik va men hech qachon ichki chap hujumchi Jorj Xolli ko'rsatganidan yaxshiroq ko'rgazmani ko'rmaganman.

U ajoyib xet-trikka erishdi, har safar maydonning yarmigacha yugurib o'tdi va to'pni darvozabon Jok Evartni salqin tarzda dribling qilib, uni darvozaga joyladi.

Men bir necha bor maydonda hayratda qoldim va Xolli muxolifatni hayratda qoldirdi. Bir o'yindan so'ng menejer Bob Kayl menga haftalik ish haqi paketini chizish uchun kirganimda: "Sizningcha, buni qo'lga kiritdingiz deb o'ylaysizmi?"

"Yo'q, - deb javob berdim men, - lekin menimcha, Jorj buni hammamiz uchun qo'lga kiritdi".

Yana bir yil o'tgach, men "Liverpul" da o'ynagan Shotlandiya terma jamoasi darvozaboni Kennet Kempbellga qarshi 5 ta gol urgan paytim bo'ldi. To'rttasini men tarmoqqa tekkizdim. Xolli menga plastinkadagi gollarni berishdan oldin himoyani mag'lub etdi va hatto Kempbellni pozitsiyadan chiqarib yubordi.

Birinchi mavsumdagi o'yinlardan biri Deepdeyldagi "Preston North End" ga qarshi o'yin edi. O'sha kuni bizning chap-chapimiz Tim Koleman qalin, qora mo'ylov qo'ydi va birinchi bo'limda yuqori labiga yopishgan holda o'ynadi.

Vaqt oralig'ida u uni olib tashladi va aybsiz ifoda bilan maydonni egalladi. Hakam bir zumda farqni payqadi va Koleman bilan bu haqda gaplashdi. U o'rinbosar qo'ydik deb o'yladi. Koulman beg'ubor hazilkash va Angliyada o'ynagan buyuk futbolchi edi.

Agar vaqti -vaqti bilan o'zgaruvchan sayyorada do'zax bo'lsa, unda bu issiq, changli va kasal joy bo'lishi kerak. Agar men tanasi ... yoki uning qoldiqlari ... quyosh nuri bilan shishib ketgan, bir yosh yigitning parchalarini ko'rgan bo'lsam, men bir necha yuzlarni ko'rdim. Bombardimonlar shunchalik tinimsizki, siz uning ohangiga o'rganib qolasiz, chig'anoqlar portlashi bilan to'ldiriladigan ... xotirjamlik hissi bilan, o'ziga xos ko'rinishda.


Xolli Jorj Tasvir 6 Sanderlend 1912

Iltimos, pastdagi ochiladigan menyudan rasm o'lchamini tanlang.

Agar siz rasmingizni ramkaga olishni xohlasangiz, Ha -ni tanlang.
Eslatma: 16 va#8243x20 va#8243 ramkada mavjud emas.

Rasmlarni aksessuarlarga ham qo'shish mumkin. Buyurtma berish uchun ushbu havolalarga o'ting

Tavsif

Ichki chap tomonda Jorj Xolli Duram okrugining Seaham shahrida tug'ilgan va Seahamning uchta turli klublarida mahalliy futbol o'ynagan: 1901 yilda Seaham Athletic, 1902 yilda Seaham Villa va 1903 yilda Wearside Ligasi chempioni Seaham White Star, 1904 yil noyabrda Sunderland birinchi divizioniga qo'shilishdan oldin. Xolli zaxirada o'ynadi, lekin u muntazam ravishda to'purar edi, garchi u 1904 yil 27 dekabrda Sheffild Uensda 1: 1 hisobida durang o'ynagan bo'lsa ham. birinchi jamoa muntazam.

Roker Parkdagi dastlabki bir necha mavsumda u Artur Bridjit tomonidan gol muallifi sifatida soyada qoldi, lekin 1907-08 yillarda u 24-Liga gollari bilan klubning eng yaxshi to'purari bo'lgan. 1908 yil 5-dekabrda Xolli "Sent-Jeyms va Park" stadionida "Nyukasl Yunayted" ning 9: 1 hisobidagi xet-trikini qayd etdi, qolgan gollarni Billi Xogg (boshqa xet-trik), Bridget (ikkita) va Jeki Mordu. Shunga qaramay, "Sanderlend" 1908-09 yilgi mavsumni uchinchi o'rinda yakunladi va "Nyukasl" Liga chempioni bo'ldi.

Xolli 1909 yil 15 martda Uelsga qarshi Angliya terma jamoasidagi birinchi xalqaro o'yinini yutdi va o'ngda "Sanderlend" dagi sherigi Artur Bridget bilan o'ynadi, 15 daqiqadan so'ng Xolli gol urdi, Angliya 2-0 hisobida g'alaba qozondi. Xolli, shuningdek, 1909 yilgi Evropaga yozgi gastrol safari uchun tanlangan, u har uch uchrashuvda ham qatnashgan, Vengriya ustidan 8: 2 hisobidagi g'alabada va Avstriya ustidan 8: 1 hisobida ikkita gol urgan. Xolli o'sha mavsum beshta xalqaro o'yinda beshta gol urdi. Ajablanarlisi shundaki, u keyingi mavsumda birinchi o'yinda (Uelsga qarshi) gol ura olmagani uchun jamoadan chetlatildi. U 1910 yilning yozida Janubiy Afrikada bo'lib o'tgan FA turnirida qatnashdi va 3 va#8220Test o'yinlarida 3 ta gol urib, Janubiy Afrikaga qarshi o'yin o'tkazdi. Shuningdek, u futbol ligasida vakillik uchrashuvlarida 5 ta o'yinda maydonga tushgan.

Xolli "Sanderlend" uchun ko'p gol urishda davom etdi va 1911-12 yilgi mavsumda 25 ta gol bilan Birinchi divizionning eng yaxshi to'purari bo'ldi. Mavsum davomida u 1912 yil 27 yanvarda Roker Parkda "Manchester Yunayted" ni 5: 0 hisobida mag'lubiyatga uchratdi va aprel oyida "Everton" ga qarshi o'yinda (4: 0) xet-trikka erishdi. U, shuningdek, Angliya terma jamoasidagi o'rnini qaytarib oldi va 1912 yilgi Britaniya uy chempionatida o'ynagan uchta o'yinda ham gol urdi.

"Sanderlend" 1912-13 yilgi mavsumda Liga chempionligini qo'lga kiritdi. Xolli 12 ta gol muhim hissa qo'shdi, garchi klub to'purari Charli Buchan bo'lsa 27 ta gol. Keyinchalik Buchanning ta'kidlashicha, 1912 yil 2-noyabrda Bredford Siti bilan bo'lgan o'yinda Xolli o'zining ichki hujumchisi ko'rgan eng yaxshi o'yin edi. “U ajoyib xet-trikka erishdi, har safar maydonning yarmigacha yugurib o'tdi va darvozabon Jok Evartni salqin tarzda dribling qilib darvoza to'riga joyladi. ” Angliya kubogi finali "Kristal Pelas" da "Aston Villa" ga 1: 0. Xolli Kubok finaliga to'liq mos kelmadi va to'piq va tizzasini bint bilan o'yinga kirdi.

Xolli "Sanderlend" dagi so'nggi o'yinini 1915 yil aprelda "Everton" ga qarshi o'tkazdi, shundan so'ng Birinchi jahon urushi boshlanishi bilan tinchlik futboli to'xtatilishi bilan 360 o'yinda 160 ta gol urib, karerasi to'xtatildi. U beshta mavsumda va klubda bo'lgan vaqtida "Sanderlend" ning eng yaxshi to'purari bo'lgan. Hammasi bo'lib u "Sanderlend" safida to'qqizta xet-trik qayd etdi va "Sanderlend" dagi gollar sonini faqat Bobbi Gurni, Charli Buchan va Deyv Xoliday yaxshi ko'rsatdi.

Urushdan keyin Xolli "Sanderlend" ni tark etib, 1919 yil iyulda "Brayton va am Hove Albion" da o'ynadi. 1920 yilda u nafaqaga chiqqan va 1921 yilning yanvarida "Sanderlend" ga murabbiy sifatida 18 oy davomida qaytgan. Keyinchalik u "Vulverxempton" da o'n yil, keyin Barnslida murabbiylik qilgan.

Uning o'g'li Tom 1932 yildan 1936 yilgacha Barnsli, 1936 yildan 1948 yilgacha Lids Yunayted himoyachisi sifatida o'ynagan.

Nb, bu rasm 1912 yilda nashr etilgan bo'lsa ham, u 4 yil oldin olingan fotosuratdan foydalanadi!


Xolli Jorj Tasvir 2 Sanderlend 1908

Iltimos, pastdagi ochiladigan menyudan rasm o'lchamini tanlang.

Agar siz rasmingizni ramkaga olishni xohlasangiz, Ha -ni tanlang.
Eslatma: 16 va#8243x20 va#8243 ramkada mavjud emas.

Rasmlarni aksessuarlarga ham qo'shish mumkin. Buyurtma berish uchun ushbu havolalarga o'ting

Tavsif

Ichki chap tomonda Jorj Xolli Duram okrugining Seaham shahrida tug'ilgan va Seahamning uchta turli klublarida mahalliy futbol o'ynagan: 1901 yilda Seaham Athletic, 1902 yilda Seaham Villa va 1903 yilda Wearside Ligasi chempioni Seaham White Star, 1904 yil noyabrda Sunderland birinchi divizioniga qo'shilishdan oldin. Xolli zaxirada o'ynadi, lekin u muntazam ravishda to'purar edi, garchi u 1904 yil 27 dekabrda Sheffild Uensda 1: 1 hisobida durang o'ynagan bo'lsa ham. birinchi jamoa muntazam.

Roker Parkdagi dastlabki bir necha mavsumda u Artur Bridjit tomonidan gol muallifi sifatida soyada qoldi, lekin 1907-08 yillarda u 24-Liga gollari bilan klubning eng yaxshi to'purari bo'lgan. 1908 yil 5-dekabrda Xolli "Sent-Jeyms va Park" stadionida "Nyukasl Yunayted" ning 9: 1 hisobidagi xet-trikini qayd etdi, qolgan gollarni Billi Xogg (boshqa xet-trik), Bridget (ikkita) va Jeki Mordu. Shunga qaramay, "Sanderlend" 1908-09 yilgi mavsumni uchinchi o'rinda yakunladi va "Nyukasl" Liga chempioni bo'ldi.

Xolli 1909 yil 15 martda Uelsga qarshi Angliya terma jamoasidagi birinchi xalqaro o'yinini yutdi va o'ngda "Sanderlend" dagi sherigi Artur Bridget bilan o'ynadi, 15 daqiqadan so'ng Xolli gol urdi, Angliya 2-0 hisobida g'alaba qozondi. Xolli, shuningdek, 1909 yilgi Evropaga yozgi gastrol safari uchun tanlangan, u har uch uchrashuvda ham qatnashgan, Vengriya ustidan 8: 2 hisobidagi g'alabada va Avstriya ustidan 8: 1 hisobida ikkita gol urgan. Xolli o'sha mavsum beshta xalqaro o'yinda beshta gol urdi. Ajablanarlisi shundaki, u keyingi mavsumda birinchi o'yinda (Uelsga qarshi) gol ura olmagani uchun jamoadan chetlatildi. U 1910 yilning yozida Janubiy Afrikada bo'lib o'tgan FA turnirida qatnashib, Janubiy Afrikaga qarshi 3 va#8220 test sinovlarida 3 gol urdi. Shuningdek, u futbol ligasida vakillik uchrashuvlarida 5 ta o'yinda maydonga tushgan.

Xolli "Sanderlend" uchun ko'p gol urishda davom etdi va 1911-12 yilgi mavsumda 25 ta gol bilan Birinchi divizionning eng yaxshi to'purari bo'ldi. Mavsum davomida u 1912 yil 27 yanvarda Roker Parkda "Manchester Yunayted" ni 5: 0 hisobida mag'lubiyatga uchratdi va aprel oyida "Everton" ga qarshi o'yinda 4: 0 hisobida g'alaba qozondi. U, shuningdek, Angliya terma jamoasidagi o'rnini qaytarib oldi va 1912 yilgi Britaniya uy chempionatida o'ynagan uchta o'yinda ham gol urdi.

"Sanderlend" 1912-13 yilgi mavsumda Liga chempionligini qo'lga kiritdi. Xollining 12 ta goli muhim hissa qo'shdi, lekin klub to'purari Charli Buchan 27 ta gol bilan. Keyinchalik Buchanning ta'kidlashicha, 1912 yil 2-noyabrda Bredford Siti bilan bo'lgan o'yinda Xolli "ichki hujumchi" ko'rgandagi eng yaxshi ko'rsatkich edi. “U ajoyib xet-trikka erishdi, har safar maydonning yarmigacha yugurib o'tdi va darvozabon Jok Evartni salqin tarzda dribling qilib darvoza to'riga joyladi. ” Angliya kubogi finali "Kristal Pelas" da "Aston Villa" ga 1: 0. Xolli Kubok finaliga to'liq mos kelmadi va to'piq va tizzasini bint bilan o'yinga kirdi.

Xolli "Sanderlend" dagi so'nggi o'yinini 1915 yil aprelda "Everton" ga qarshi o'tkazdi, shundan so'ng uning karerasi Birinchi jahon urushi boshlanishi bilan tinchlik futboli to'xtatilishi bilan 360 o'yinda 160 ta gol urdi. U beshta mavsumda va klubda bo'lgan vaqtida "Sanderlend" ning eng yaxshi to'purari bo'lgan. Hammasi bo'lib u "Sanderlend" safida to'qqizta xet-trik qayd etdi va "Sanderlend" dagi gollar sonini faqat Bobbi Gurni, Charli Buchan va Deyv Xoliday yaxshi ko'rsatdi.

Urushdan so'ng, Xolli 1919 yil iyulda "Sanderlend" ni tark etib, Brighton & amp Hove Albionda o'ynadi. U 1920 yilda nafaqaga chiqdi va 1921 yil yanvarda murabbiy sifatida 18 oylik sehr uchun Sanderlendga qaytdi. Keyinchalik u "Vulverxempton" da o'n yil, keyin Barnslida murabbiylik qilgan.

Uning o'g'li Tom 1932 yildan 1936 yilgacha Barnsli, 1936 yildan 1948 yilgacha Lids Yunayted himoyachisi sifatida o'ynagan.


Xolli avtomobil va mototsikl ishlab chiqarishni boshlaganini bilasizmi?

Xolli-bu ishtiyoqbozlarga yaxshi ma'lum bo'lgan ism, lekin kamdan-kam odamlar Xolli kompaniyaning tarixida mototsikl va mashina yasashga urinishganini, Jorj Xolli Genri Fordga ramziy model T uchun karbürator etkazib berishga qaror qilishidan oldin, harakat qilganini bilishadi. Ushbu ildizlardan bugungi kunda mavjud bo'lgan avtomobil bozorining giganti paydo bo'ldi.

Jorj M. Xolli 1878 yilda Nyu -York shtatining Port -Jervis shahrida tug'ilgan. Maktabni tugatgach, u o'z hayotini avtomobil, mototsikl va karbüratör ishlab chiqarishga bag'ishlagan. Pensilvaniya shtatining Bredford shahriga ko'chib o'tgandan so'ng, Jorj va ukasi Erl quyish ishlari bilan shug'ullana boshladilar. Ular bir silindrli dvigatelni qurish uchun yog'ochdan yasalgan naqshlar va yashil qum quyish usullarini o'rgandilar. Jorj 19 yoshga to'lganda, u soatiga 30 mil tezlikda uch g'ildirakli, bitta silindrli aravani loyihalashtirdi va qurdi. Jorjning mashinasi 306 funt og'irlikda, 60 dyuymli edi. g'ildirak bazasi va ikki silindrli 9 ot kuchiga ega dvigatel ishlatilgan. Unda ikkita tezlik oldinga va teskari bo'lmagan uzatmalar qutisi bor edi. 1899 yilga kelib, Jorjning birinchi ishlab chiqarish kompaniyasi urug'lari ekilgan. 1901 yilda Parijga tashrifidan so'ng, Xolli va uning ukasi Erl AQShda Longuemare frantsuz karbüratorini ("temir qozon" nomi bilan) ishlab chiqarish va sotish uchun litsenziya oldilar. O'sha yili Jorj o'zining birinchi mototsiklini yasadi. U soatiga 25 mil tezlikka chiqishi mumkin.

The Historical Bradford Illustrated 1901 jurnalining Xolli motorli tsikli bo'limiga ko'ra (Vernel A. Xetch tomonidan tahrir qilingan), Xolli motorli tsikli-aniqrog'i, Xolli "Avto velosiped"-noyob konstruktsiyali mashina edi. Bu mototsikl edi, uni takomillashtirish uchun besh yil sinchkovlik bilan o'rganish va tajriba o'tkazish kerak edi. Jorj Xolli bu "kundalik amaliy foydalanish uchun birinchi bo'lib qurilgan" deb da'vo qildi. Holley Auto-Bike oddiy velosipedning qulayliklarini avtomobilning kuchi va tezligi bilan birlashtirdi. Xolli buni "hech kimni bezovta qilmasdan, dunyoning eng yaxshisi" deb atadi. Savdo tsirkulyatsiyasidan iqtibos keltiradigan bo'lsak, "Ishlab chiqaruvchilar dvigatelni oddiy velosipedning bir qismiga ulashning odatiy odatidan voz kechishdi va buning o'rniga eng past va eng kuchli tirsakli tirgakka mahkamlash orqali uni ramkaning ajralmas qismiga aylantirishdi. velosipedning bir qismi. Shunday qilib, dvigatel to'liq quvvatni ishlab chiqaradi va vaznning ilmiy taqsimlanishini yo'q qiladi, tebranishni yo'q qiladi, mashinaning mustahkamligini oshiradi, tezlikni va yugurish sifatini oshiradi.

Standart 2-1/4 ot kuchiga ega dvigatel Holley Auto-Bike-ni o'sha davrdagi oddiy qishloq yo'lida soatiga 35 mil tezlikda harakatlantirishi mumkin edi. Shuningdek, u pedallarsiz 20 foizga ko'tariladi. Benzinli idishning hajmi bir gallon edi, bu dvigatelni 50 mil yurish uchun etarli edi. Ramkalar 22 yoki 24 dyuym balandlikda, g'ildiraklar diametri 28 dyuymda edi. Barcha standart uskunalar, ayniqsa, ushbu mashina uchun ishlab chiqarilgan. Auto-Bike, Pensilvaniya shtatining Bredford shahrida, Holley Motor Company tomonidan Devis ko'chasidagi fabrikada ishlab chiqarilgan. 1901 yilga kelib, Jorj 1899 yil sentyabr oyida boshlangan biznes "tajriba bosqichidan o'tganini" aytdi. Jorj boshqaruv raisi, bosh muhandis va sotuvchi bo'lib ishlagan. Earl prezident edi va biznes va moliya bilan shug'ullangan, chunki u ilgari bankda kassir bo'lib ishlagan. Zavod eng yaxshi texnika bilan jihozlanganligini va kuniga beshta avtosikl ishlab chiqarish uchun etarli quvvatga ega ekanligini da'vo qildi.

The Bradford Era nashrining "Broke All Records" maqolasiga ko'ra (1901 yil 22 -avgust): "Jorj M. Xolli va uning mototsikli tez sayohat qilgan. U endigina Nyu -Yorkning Buffalo shahridan qaytib kelgan va u erda o'z mashinasini Xalqaro velosipedda namoyish qilgan. Pan-Amerika stadionidagi musobaqalar. Xolli chempionat rekordlariga qarshi 5 millik ko'rgazmani o'tkazdi va bir kilometrdan besh milgacha bo'lgan barcha rekordlarni yangiladi. "

The Express deb nomlangan nashrda voqeaga havola ham bor edi. "Kunning yana bir o'ziga xos xususiyati-GM Xollining bitta dvigatelida ishlashi",-deyiladi xabarda. "Xolli 5 millik rekorddan keyin trekni yirtib tashlagan edi, u aylanayotgan dvigatelini boshqarishni yo'qotib, chekkaga chiqib ketdi. Yagona zarar - bu amaldorlarni qo'zg'atish edi, Xolli hech qachon esini yo'qotmasdi, otdan tushishga ham urinmasdi, lekin elektrni o'chirib, o'tloq bo'ylab sayohatni davom ettirdi. Dam olgandan so'ng, u yana maydonga tushdi va muvaffaqiyat qozondi. barcha mavjud belgilarni besh milga pasaytirish ».

Bredford davridagi 1901 yil 22-avgustdagi maqola davom etdi: "4-tadbirda, Xolli boshqargan bitta motorli velosipedda o'tkaziladigan besh millik ko'rgazma, milya vaqti: birinchi, 1:24 soniya, 2:50 2. -5 Uchinchi, 4:16 3-5 To'rtinchi, 5:44. Beshinchi milga borib, Xolli yo'ldan yugurdi, lekin u to'rt milgacha bo'lgan barcha rekordlarni buzdi. Oldingi motorli velosiped rekordlari: Bir mil, 1 : 26 2-5, Chempion Charlz River Parkda, Kembrij, Mass., 1901 yil 31-iyul, Besh mil, 7:16 2-5, shuningdek Champian (sic). Xollining ikkinchi sinovida u besh milga yugurdi: Birinchi, 1:23 1-5 soniya, 2:47 uchinchi, 4:11 3-5 to'rtinchi, 5:38 beshinchi, 7:10 1-5. Bu yugurishlarning barchasi jahon rekordlari edi. Xolli ertasi kuni va ertasi kuni Buffaloga qaytib, stadionda mototsikl poygalarida qatnashishi kerak edi. Bredfordlik Jorj Xolli va Buffalodan Jorj Butler o'rtasida bitta motorli mototsikllarda maxsus poyga tashkil qilingan edi.

1902 yil apreldagi "Diler va ta'mirlash ustasi" nashriga ko'ra, Xolli avtoulovi "o'rnatilgan motor konstruktsiyasining kashshoflaridan biri bo'lgan va boshqa ishlab chiqaruvchilar dvigatelni ramkaga kiritishni boshlashidan deyarli oldin, u mashinani ishlab chiqargan. dvigatel korpusi ramkaga payvandlangan va uning pastki qavsiga aylanganligi bilan ajralib turadigan konstruktsiya bilan. " Dvigatelning pastki uchiga karter yon panelining olinadigan qismi orqali kirish mumkin edi. Keyinchalik, Holley Auto-Bike Phillips va Hamilton nomi bilan ishlab chiqarilgan, shirkati Bredford, Pa Filipps va Hamilton Xolley dizaynini ishlab chiqarishni 1911 yilgacha davom ettirgan.

Holley Auto-Bike asosan motorli velosiped edi. Unda "erkak" velosipedining yuqori panjarasiga bog'langan tank bor. Orqa g'ildirak uyasidan pastga qaraganda, orqa panjaraga yonilg'i baki o'rnatilgan. Vakuumli tank orqa yonilg'i tanki va dvigatel o'rtasida joylashgan. Vertikal bitta silindrli dvigatel ramkaning pastki qismidagi U shaklidagi quvurli elementda joylashganki, u egarni yuqori uchida ushlab turadi. Dumaloq krank mili korpusi dvigatel ostida joylashgan. Mashina g'ildirak krank uyasining chap tomonidan, orqa g'ildirak chetidagi chap tomonga chiqadigan gardish yoki labgacha kamar bilan olib boriladi. Frantsuz Longuemare karbüratori dvigatelning chap "burchagi" yonida, silindrli boshi yaqinida o'rnatiladi. "Auto-Bike" ning velosiped uslubidagi rulda qora kauchuk ushlagichlari bor, egar yoki o'rindiqning pastki qismida kichik bargli buloq va orqa tomonida bitta burma buloq-qora taqlidli charm. Auto-Bike to'q sariq-qizil rangga bo'yalgan. O'ng tomonda pedallar va velosiped zanjiri bor. Eski motorli velosipedlarda pedallar kichik dvigatelga velosipedni baland tepalikka surishida yoki bo'sh gaz bakida bo'sh holatda yordam berish uchun ishlatilgan.

Holley Auto-Bike 200 dollarga sotildi va vazni 104 kg. Yagona silindrli suv sovutgichli dvigatel F-boshli bo'lib, kirish valflari egzoz klapanlari ustida joylashgan. Tsilindrning siljishi taxminan 21 kub dyuym (yoki 350 sm3) edi. Frantsuz Longuemare karbüratörü 4-1/2 qt dan tortish kuchi bilan oziqlangan. gaz tanki. Auto-Bike kamar haydash tizimidan foydalangan va bir gallon benzin bilan taxminan 100 mil yurishi mumkin edi.

1902 yilda aka-uka birinchi g'ildirakli 4 g'ildirakli yugurishni yig'ishdi. Kichkina, lekin chiroyli mashina porloq metall bezakli qizil rangda edi. U Motorette deb nomlangan va uning ishlab chiqarilishi Holley Motor Co kompaniyasining boshlanishini ko'rsatgan. Holley Motorette Holley 650 dollarga sotilgan. Uning old tomonida 5 ot kuchiga ega, vertikal o'rnatilgan, suv bilan sovutilgan, bitta silindrli dvigatel va og'irligi 850 lb. Unda old o'rindiq belkurakli, ikki o'rindiqli Runabout uslubidagi korpus bor edi, uning yon tomonlarida oltita egilgan panjara va oldida to'rtta panjara bor edi. Barcha panjurlar yaltiroq guruchdan yasalgan. Old tomondan toraygan guruch rangli chiziqlar kaputning yuqori qirralari bilan o'ralgan. Motoretning yorqin qizil qoplamasi boshqa guruch qismlari bilan o'rnatildi, masalan, kaputni ko'tarish uchun shkaf tutqichi, kaput ustidagi guruchli yon lampalar, qopqoq ustidagi guruchli tekshirish plitasi, tashqi tomondan guruch bezaklari. asboblar paneli, guruchli rul ustuni va guruch qopqog'i. Hub qopqoqlari qizil, yog'ochdan yasalgan artilleriya uslubidagi g'ildiraklarni bezatadi. Yon devorining 26 x 2.12 o'lchamli to'rtta qora shinalari o'rnatilgan. Motorettning bitta o'rindiqli o'rindig'i teridan tikilgan. Yaltiroq qanotlar, yugurish moslamalari va qo'l tormoz tutqichlari qora edi. Yog'ochdan yasalgan rul bor edi. Yoqilg'i tizimining suv ta'minoti va yog'och rulonli quti qizil asboblar panelining haydovchi tomoniga o'rnatildi. Zaminda kauchuk ko'p teshikli matli olmosli plastinka bor edi. Rulda va pedallar o'ng tomonda edi. Ikkita pedal guruch va tormoz pedali qora edi. O'ng tomonda bitta guruchli karbid yoki gaz bilan ishlaydigan orqa chiroq bor edi. Mashina ostidagi egzoz trubkasi va susturucu alyuminiy bilan ishlangan. Tarixiy ma'lumotlarga ko'ra, Xolli "600 dan ortiq mashina" ishlab chiqargan. Ularning bitta silindrli, suv sovutgichli, quyma temir dvigatellari oddiy quvvatni o'chiradi. Xolli kamdan -kam avtomobil ishlab chiqaruvchilardan biri bo'lib, ot kuchini taxmin qilmaslikni va uni oshirib yubormaslikni tanlagan. Sinovlar shuni ko'rsatdiki, Motorette dvigateli 5,27 ot kuchiga ega.

1902 yilda aka -uka Xolli Genri Ford taklif qilganidek, mashinasozlikdan karbüratör ishlab chiqarishga o'tdilar. 1903 yilda Ford Jorj Xollidan jinni kabi sotiladigan birinchi ommaviy ishlab chiqarilgan avtomobil Model T uchun karbürator yasashni so'radi. Keyin Holley Motor Co mahalliy investorlarga sotildi, ular 1904 yilda o'z lavozimlarini egalladilar va bir muncha vaqt Bredford Motor Works sifatida ishladilar. Manbalarda aytilishicha, ular bir nechta qolgan Holley markali mashinalarni sotishgan va Bredford markali qo'shimcha mashinalar qurishgan. Ular, shuningdek, ishlatilmaydigan qismlarni uy qurilishi Bredford avtomashinalari uchun to'plam sifatida sotish orqali tugatdilar. To'plamlarning narxi 277,50 dollarga, to'liq avtomobil uchun 650 dollargacha.

Aka -uka Xolli Detroytga ko'chib o'tgach, o'z karbüratorini ixtiro qilishdi va Jorj uni muvaffaqiyatli sotishga kirishdi. Bu Detroytdagi Xolli Karbüratör Co kompaniyasining paydo bo'lishini ko'rsatdi. 1917 yilda birodarlar Xolli Ford tomonidan sotib olindi.

Keyinchalik Xolli karbüratör biznesiga qaytdi. Kompaniya tinchlik va urush davrida kengaytirildi. Uning karbüratorlari DC-3 samolyotlarida, Packard bilan ishlaydigan PT qayiqlarida va B-25 bombardimonchilarida ishlatilgan. Ikkinchi Jahon Urushidan keyin Xolli yaxshi ishlaydigan karbüratörler ishlab chiqarishga va ta'mirlash qismlarini sotishga e'tibor qaratdi.

Issiq rodding uchib ketganda, mashhur Xolli 94s kabi urushdan qolgan ortiqcha karbüratörler ko'plab quruq ko'llarda poyga mashinalari va aeroportlarda topilgan. 1950-yillarda 1957 yilgi Ford Thunderbird-da to'rt barrelli Holley Model 4150 modeli taqdim etildi. Bu bugungi modulli to'rt barrelli boshlanish va birinchi haqiqiy ishlaydigan karbürator edi. 60 -yillarda Model 4150 Z28 Camaros, Chevelle LS6s, Boss Mustangs va Shelby Cobras kabi avtomobillarning asl uskunasiga aylandi. Bu davrda, shuningdek, Tri-Power Corvettes va Six-Pack bilan jihozlangan Moparlarda uchta, ikki barrelli Holley uglevodlari paydo bo'ldi.

1970 -yillardan to hozirgi vaqtgacha Xolli yangilik va o'sishda davom etdi. Kompaniya karbüratorlardan tashqari, eski avtoulovlarda karbüratorni almashtirish uchun mo'ljallangan, ProJection tizimi kabi elektron yonilg'i quyish tizimidan keyingi elektron to'plamlarni ishlab chiqardi. Xolli, shuningdek, Earl's Plumbing bilan avtomobil sanitariya -tesisat sohasiga, Hooker Headers va Flowmaster egzoz bozorlariga, hatto Weiand bilan super zaryadlovchi bozoriga kirdi. Xolli, shuningdek, LS Fest, Intergalactic Ford festivali va MoParty kabi mashhur ixlosmandlarni yig'ishda muhim rol o'ynadi. Bu Pensilvaniya shtatining Bredforddagi do'konidan ancha uzoqda.

Bir Holley Auto-Bike va kamida uchta (ehtimol to'rtta) Holley Motoret tirik qoladi. Avto-velosiped (seriya raqami 054) va seriya raqami 706 bo'lgan Motoretta Jorj Xollining qizi bo'lgan Margeri Xolli Uixlinga tegishli edi. Ikkinchi mashina Xolli shtatining Bowling Green shtatida joylashgan. Bu avtomobillar orasida qoplama, dvigatel bo'linmasi va boshqaruv elementlarining rangi jihatidan juda oz farq bor. Bowling Green -dagi mashina Michigan Historic 1537 raqamiga ega va 1904 yildagi modeldir. Model yili bu ikkita mashinaning qiymatiga katta ta'sir ko'rsatadi. Ikkalasi ham yaxshi saqlanib qolgan va ikkalasi ham kamdan-kam uchraydi, lekin tanishish ularning qadriyatlariga ham ta'sir qiladi. Faqat 1904 va undan oldingi avtomobillar har yili Angliyada o'tkaziladigan kashshof avtomobillar uchun mashhur London-Brayton musobaqasiga kirish huquqiga ega. London-Brayton avtomobillari, ishlab chiqarilgan yilidan boshqa bo'lsa ham, bir xil bo'lsa ham, keyingi mashinalarga qaraganda qimmatroq. Uchinchi va to'rtinchi Holley Motorettes-ning mavjudligiga kelsak, avtomobil muzeyining asoschisi va avtomobil yig'ish nashrining muharriri ikkisi ham Holley avtomashinalariga duch kelishgan. Mich. Pontiac shahrida Pontiac transport muzeyiga asos solgan va Klintonvilldagi FWD-Seagrave muzeyini qayta tiklash ustida ishlayotgan Mark Tomas Mich shtatining Portlend shahrida kim oshdi savdosida sotilgan Holley Motorette fotosuratlarini oldi. 2018 yil iyul yoki avgust oylarida.

Bir necha yil oldin, OLD CARS muharriri Anjelo Van Bogart, Xersidagi (Amerika Qo'shma Shtatlari Antik avtomobil klubi kuzgi yig'ilishida) Xolliga ega bo'lgan er -xotin bilan gaplashgan. Bu har xil mashinalar bo'lishi mumkin yoki ikkalasi ham bo'lishi mumkin. mashina Xolli shtab -kvartirasida vayron bo'lgan. Avtomobil muzeyida Xolli haqida mish -mishlar davom etmoqda. Ekspertlar, shu jumladan kollektsion-avtomobil kimoshdi savdogari Dana Mecum va Richie Clyne-Las-Vegasdagi Imperator saroyining avtokoleksiyasining sobiq menejeri-Uihleinlar oilasining velosipedlari va mototsikllari Xolli oilaviy aloqalari tufayli oltitaga teng bo'lishi mumkin deb o'ylashadi. Boshqa Holley avtomobillarining qiymati, ehtimol, 20-25 ming dollar oralig'ida bo'lishi mumkin. Boshqa Holley Auto-Bike borligi haqida hech qanday dalil yo'q, lekin agar shunday bo'lsa, erta sotiladigan mototsiklga asoslanib, uning narxi 45 dan 85 ming dollargacha bo'lishi mumkin.


Bizning kundalik axborot byulletenimizga obuna bo'ling

Mashhur sobiq o'quvchilar orasida jurnalist Keyt Adie, azobli xolasi Denis Robertson va shoir Eylin O'Shaughnessy bor, u ham Jorj Oruellning rafiqasi edi.

Carlton House, shuningdek, Jorj Malingning tug'ilgan joyi edi, u erda ko'k rangli blyashka bor. Birinchi jahon urushidagi qahramonliklari uni Sanderlenddan Viktoriya xochini olgan yagona odamga aylantirdi.

Besh xonali, toshdan qurilgan mulk 1850 yilda qurilgan, unga Nikolson uyi deb nom berilgan, u o'z boyligini kema qurish sanoati uchun mis, guruch va temir armatura bilan ta'minlagan.

Rejalashtirish 2019 yil fevral oyida ikkita uydan foydalanishni o'zgartirish uchun berilgan.

Bir necha yard narida, 1889 yilda qurilgan va o'zining ajoyib yog'och zinalari va vitray oynalari bilan ajralib turadigan, uch qavatli, Tudor uslubidagi Langham minorasi joylashgan.

U 1922 yildan o'qituvchilarni tayyorlash kolleji sifatida ishlatilgan, 1975 yilda Sanderlend politexnika, keyinchalik universitet tarkibiga kirishdan oldin. 2006 yilda Sanderlend o'rta maktabi tomonidan qabul qilingan, maktab o'n yildan keyin yopilgunga qadar.

Langham Tower endi maktabdan mehmonxonaga foydalanishni o'zgartirishga ruxsat berishni rejalashtirgan. Bu birinchi qavatdagi restoran va barni, birinchi qavatda ettita hammomli mehmon xonasini, ikkinchisida boshqaruv turar joyini o'z ichiga oladi.

Ikkala mulk ham II darajali binolardir. Estate agents Bradley Hall have an asking price of £999,950 for Langhan Tower.

Carlton House is also on sale for £999,950 or alternatively for £699,950 with individual development plots with planning available for £399,950.


George Holley : Sunderland - History

1895: Original Holley Carburetor Factory
Part of the Bovaird and Seyfang Building
24-34 Davis St. Bradford, PA

Photo Credit: Bradford Landmark Society Archives

Read articles about George Holley:

T he exact origins of the original Holley factory are rather unclear. One paper says that George Holley's workshop was located "across the street" from the Holley Hotel in the Bovaird & Seyfang Building. However the B&S Building takes up an entire city block. We are unsure where exactly in this building George Holley's workshop was. This photograph is part of the building during the time period that George Holley would have been working inside.

It does however make sense that Holley would be working in this building because his good friend J. E. Cochran was the President and General Manager of the Bovaird and Seyfang Manufacturing Company. Mr. Cochran hleped finance the original automotive.

G eorge Holley was 19 when he designed and built a three-wheeled single-cylinder buggy which hit an impressive speed of 30 miles per hour in 1897. The car weighed 306 pounds, had a 60-inch wheelbase and a two-cylinder, nine-horse-power engine with 2 speeds forward and no reverse.

Later on, George and his brother, Earl, decided to form a company to manufacture motorcycle engines and motorcycles in Bradford, Pa. George became the chairman of the board along with engineer and salesman. Earl handled the business and finance part of the company as the president since he was once a bank teller.

In 1901, after a visit to Paris, France, the Holley brothers obtained a license to produce and sell the French Longuemare Carburator in the United States, also known as the "iron pot." That same year, George built his first motorbicycle that ran about 25 mph.

George enjoyed racing and in 1902, he won a motorycle endurance contest from Boston to New York and set world speed records at the Pan American races too. Read more about George Holley's motorcyle and races.

In 1903, Henry Ford asked George Holley to make a carburetor for the Model T. This is how George recalls his meeting with Henry Ford. “I first met Mr. Henry Ford, Sr., early in 1903. The Ford Motor Company wired asking me to come to Detroit. I went out to the Ford Motor company, on Kercheval Avenue, which was then an old frame building belonging to Mr. Malcomson, and had been used as a coal yard. I found Mr. Ford with Mr. C.H. Wills, sitting in the pattern shop on a bench, and they told me that they would like to have me design a carburetor for their new car. As I remember it, they were not actually in production, but were getting ready and at that time, Dodge Brothers were turning out the chassis, and they were putting on the wheels and the body, assembling the car, and setting it up. Mr. J.C. Couzens was the only man who had a office which was located out front on the second floor. I was to go back to Bradford, Pennsylvania, and design this new carburetor for them. The Model A carburetor I designed and brought back to Mr. Ford has a threaded outlet instead of a flange. Through the years we produced many different carburetors and ignition devices for Mr. Ford and Ford Motor Company.”

Because the Holley brothers sensed a trend in industrial specialization, they decided to concentrate on designing and building carburetors and ignition-system components for car makers such as Pierce-Arrow, Winston, Buick, and Ford. George and Earl along with George Welch decided to incoporate under the name of “Holley Brothers Company.

In 1904, their original “iron pot” carburetor was introduced for application on Oldsmobile and Ford Motor Cars.

In 1907, George and Earl Holley moved their company to Detriot and later supported the war effort by producing automotive, marine, and aviationary units.


Photo Credit for all "Runabout" Photos: www.trombinscar.com
Yuqoriga qaytish

The only drawing that a accompanied a Holley Chassis, the rest was left to the imagination of the buyer.

As can be imagined, assembling the chassis was a slow and laborious process, even with the aid of the solitary blue print supplied. The angle iron frame was drilled for spring hangers, shackle brakets, radius rod anchors, engine, transmission and all other component parts, witha hand operated thrust drill.
Yuqoriga qaytish

GEORGE HOLLEY, FORMER LOCAL RESIDENT, NAMED TO HALL OF FAME OF AUTOMOTIVE INDUSTRY
The Era, Bradford, PA,
Saturday May 4, 1946


George Holley, a former resident of Bradford, will be one of ten persons, pioneers of the motor industry, who have been selected for the Automotive Hall of Fame by the Automotive Manufacturers Association and the National Automotive Golden Jubilee Committee, according to announcement by Lt. Gen. William S. Knudsen, chairman of the industry committee for the celebration.

Marketed Carburetors
Mr. Holley is the son of the late Frank Holley who built and for many years conducted the Holley hotel here. Shortly after the turn of the century George and his brother Earl, left Bradford and went to Detroit where they manufactured the Holley carburetor which was used in the Fords and other makes of cars.
Before leaving for Detroit, George Holley built an automobile in the basement of the hotel and later put the vehicle on the market. The car, remembered for its oddity, was a three-wheel affair, one in front and two in the rear.
The car was built at Holley Motor Works now the site of Bradford Motor Works. The Holley brothers also were among the first to go into the motor bike industry in the United States and their product sold extensively.

Other Pioneers Named
During the Pan-American Exposition in Buffalo in the early 1900’s, George Holley took the bike to Buffalo and set numerous records for two-wheel vehicles.

After moving to Detroit the two brothers invented a carburetor and George proceeded to make one which proved a success and also marked the rise in the industry of the Holley Carburetor Company in the Motor City.

The men who will be honored during the Automotive Golden Jubilee, May 29 to June 9, besides Mr. Holley, will be Edgar Apperson, pioneer builder and designer William C. Durant, automotive empire builder J. Frank Duryea, surviving member of the Duryea Brothers, makers of early gasoline motor wagons Henry Ford, father of the assembly line Charles B. King, who built and drove the first car in Detroit Charles W. Nash, who headed some of the industry’s largest companies Barney Oldfield, speed driver Ransom E. Olds, pioneer of mass production, and Alfred P. Sloan Jr., pioneer maker of auto parts.

Holley: A Century of Automotive Performance Progress
National Dragster Magazine
December 3, 2003

With a 100-year heritage of automotive history and a half century as a major corporation in Bowling Green, Ky., it was only natural that Holley was the enthusiastic sponsor of this year's inaugural Holley NHRA National Hot Rod Reunion presented by DuPont Automotive Finishes in Bowling Green. Holley has enjoyed decades of woking with NHRA and the sport's many hot rodding fans to further the advancement of high-performance drag racing.

It all began in Bradford, Pa., in 1896 when brothers George and Earl Holley took and intense interest in motorcyle racing and buldt a three-wheel vehicle powered by a single-cylinder engine. The vehicle was able to reach impressive speeds of 30 mph to earn its nickname, "the Runabout."

After a visit to Paris in 1901, the Holley brothers (now the Holley Motor Co.) obtained a license to produce and sell the Fench Longuemare carburetor in the United States. This decision redircted their focus toward the emerging automotive industry, and in 1903, the brothers began producing a car called the Holley Motorette, of which more than 600 were sold.

The business was incorporated under the name Holley Brothers Co., and its first original carburetor, called the iron pot, debuted in 1904. Designed for application on the curved-dash Oldsmobile, it later became standeard equipment on Ford vehicles as well.

The first Holley plant in Detroit opened in 1907, and following additional growth brought on by the burgeoning car industry and diversified industrial production as a result of World War I, the name of the business was changed to Holley Carburetor Co. in January 1918.

After developing carburetors used by such venerable names as Curtiss-Wright, American Airlines, Pan American Airlines, and the U.S. armed forces, Holley produced approximately half of all the military carburetors used in World War II.

Holley entered the automotive aftermarket in 1948, supplying carburetor repair kits and genuine Holley parts to garages and service stations. In 1952, a new 250,000-square-foot manufacturing plant was opened in Bowling Green, and product development continued with the first Holley modular carburetor, the mode 4150 that was made standard on the '57 Ford Thunderbird.

After a merger with Colt Industries in 1968, the Holley Replacement Parts Division was formed in 1979 to offer such parts as electrical and ignition components, intake manifolds, fuel pumps, and Mickey Thompson performance products, later followed by fuel-injection systems. In the early 1980s, a carburetor remanufacturing plant was opened in Springfield, Tenn.

When the Holley original-equipment division was purchased bu Borg-Warmer in 1994, Holley Replacement Parts was relocated to Bowling Green and the company name was changed to Holley Performance Products.


In May 1998, the senior management team purchased Holley from Coltec Industries Inc. the transaction involved the acquisition of the administrative office building, manufacturing plant, distribution center, and the Springfield remanufacturing facilty. Holley enacted plans to became a larger, more aggressive company with several strategically important company buyouts that included Hirel Technologies Fuel Injections, Weiand Automotive Industries, Lunati, Hooker Headers, Flow Tech and Amass exhaust products, NOS nitrous systems, and Earl's plumbing.

To support this broad ranged of performance and remanufactured products, Holley employs approcimately 475 people at its world headquarters and manufacturing complex in Bowling Green. Holley has long been an NHR major sponsor and has a major presence along the Manufacturers Midway at NHRA national events.

Having recently celebrated its 50th anniversary as a major employer in Bowling Green, Holley takes its corporate responsibility seriosly and donates thousands of dolars yearly to such causes as the American Cancer Society's Relay for Life, Special Olympics, Pregnancy Support Center, United Way, the fight against multiple sclerosis, and a multitude of local charity organizations.

With its 100 years of manufacturing heritage, Holley is stronger than ever in product offering, engineering capability, marketing expertise, and manufacturing efficiency, and its modern distribution facilty can support continued growth. Holley enters the 21st century as an aftermarket performance industry leader with excellent future prospects, and the city and citizens of Bowling Green will be the primary beneficiaries of Holley's future growth.

George Holley, Bradford Automotive Pioneer Is Dead
McKean County Democrat
Thursday July 4,1963


DETROIT- Funeral services were held Monday at Grosse Point Mich., Memorial Church, for
George Malvin Holley, pioneer automotive engineer who built his first car in Bradford, Pa., and later developed the "iron pot" carburetor for the first Model T. Ford. He died Thursday at a local hospital at the age of 85.

He was chairman of the board of the Holley Carburetor Co., and bearing his name in Bradford is the Holley Hotel and Holley Ave. in East Bradford, believed to be the site of one of his first plants. A native of Port Jervis, N.Y., Mr. Holley's family came to Bradford in the late 19th century. His father owned the Riddell House in that city, which later became the Holley Hotel.

George Holley established the Holley Motor Co. about 1900 for the manufacture of a motorcycle known as "Autobike." His first motor car developed in Bradford was an experimental three-wheeler which did 30 miles an hour.

Mr. Holley resided in the Detroit suburb of Grosse Point for many years, and was awarded the Charles Clifton trophy as a pioneer manufacturer of auto accessories. In 1902, Mr. Holley and his late brother, Earl, put out their first marketable automobile, The Motorette, which sold for $550. They built more than 600 vehicles in Detroit. In the same year, they were approached by Henry Ford about making a carburetor for the Model T, and the "iron pot" resulted, leading to a succession of carburetor and ignition devices designated and built by the Holley brothers for the Ford Motor Co.

They opened their Detroit plant in 1907 and also manufactured carburetors for E. R. Thomas, Pierce Arrow, Winton, Oldsmobile and Buick. Later, the firm entered the aviation field and in 1935 developed the carburetor that overcame icing. During Its history, the Holley Carburetor Co. has produced more than 15 million units for automotive, aviation and marine use.

Surviving are his widow, the former Margery Corliss a daughter, Mrs. Philip Gregg Kuhen of Milwaukee two sons, George M. Holley Jr., of Detroit and John
Holley of Chicago, and 11 grandchildren.

2008

photo credit: Brittany Gorrell

Special thanks to the Bradford Landmark Society, the Bradford Public Library, and Mary Pierotti for all their time and hard work.


George Holley : Sunderland - History

Ism:
Holley Motor Company

Region:
Allegheny National Forest Region

Viloyat:
Mckean

Marker Location:
57 Holley Ave., Bradford

Dedication Date:
September 13, 2008

Behind the Marker

During the summer of 1901, at the Pan American Exhibition in Buffalo, N.Y., twenty-three-year-old George Holley (1878-1963) could be found "tearing about the track" in an attempt to break the world speed records for five miles on his newly-invented single-stroke motorcycle. According to the August 22, 1901, McKean County Miner, Holley during one attempt "lost control of his whirling engine close at the finish and went bounding off the board platter. The only damage was a stir up of the officials. Holley never lost presence of mind nor attempted to dismount, but shut off the power and continued the trip over sod." Holley went on to break "all existing marks for five miles" that day, which had been set less than a month earlier on July 31, 1901, at the Charles River Park in Cambridge, Mass.

Holley had come to the Exhibition from Bradford, Pa., an oil boomtown just south of the New York border in McKean County that had been incorporated in 1879. There his father, Frank P. Holley, ran the impressive Holley House hotel a four-story fireproof brick building with seventy rooms. In the late 1800s, northwestern Pennsylvania was the world's greatest producer of oil and petroleum-based products. In Bradford, oil spurred a host of related industries, and the "boomtown" culture spawned a host of refiners, dealers, brokers, and others all seeking to "strike it rich" in the blossoming, new oil industry. In that fertile environment for entrepreneurial innovation, the seeds of the automobile industry soon took very deep root.

George and his brother Earl were natural-born mechanics and tinkerers. In 1896, George attached a motor to his bicycle and his one-stroke "motor cycle." What made it unique was that George made the motor an integral part of the bike frame, thus avoiding the problems other inventors had confronted when they simply bolted a motor to an ordinary bike frame. The Holley innovation solved a host of problems and created a more balanced, vibration-free, and durable machine, with far greater power than other competing contraptions.

By 1897, George, now nineteen, and his sixteen-year-old brother Earl had designed and built a three-wheeled, single-cylinder automobile they named "the Runabout," which could reach speeds of thirty miles per hour. Two years later, the brothers formed the Holley Motor Company, with Earl in charge of administration and George in charge of engineering. At first the brothers produced motorcycle engines at a Davis Street location in Bradford, but soon were building complete motorcycles, in response to customer demand.

George was soon racing the motorcycles to promote the Holley Motor Company. At the 1901 Pan American Exposition in Buffalo, N.Y., George broke all previous world speed records for motorcycles at the International Bicycle races. In July 1902, he won the first Motorcycle Endurance Contest from Boston to New York, a race that promoted the motorcycle to the general public.

In 1903, the Holley brothers secured American rights to a French-designed carburetor and re-entered the American automobile industry with production of the Holley Motorette, their first four-wheeled vehicle, 600 of which they produced in Bradford over the next three years. It was then that Henry Ford of Dearborn, Mich., asked them to produce a carburetor for his new Model T automobile. An instant success, the Holley carburetor soon became standard on all Ford automobiles. By the end of 1907, the Holley Brothers Company was focusing on the manufacture of carburetors and ignition systems for Ford, Buick, Winton, and Pierce-Arrow. That same year, the Holley brothers relocated their headquarters to Detroit, Mich., and there opened their first Holley plant in late 1907.

In 1917, the Holley Brothers Company sold Ford its prosperous car-carburetor business and reformed around the tractor division. Soon they were selling their products to International Harvester and Chevrolet under the name of the Holley Carburetor Company. In 1927, Holley expanded into the aviation industry, and soon its carburetors could be found in the aircraft fleets of Pan American, American, Curtiss-Wright, and the United States armed forces. During the 1930s, Holley added fuel pumps and ignition devices to their manufactured line. During World War II, almost half the vehicles in the U.S. armed forces had a Holley carburetor and fuel-metering device.

In 1948, Holley entered the automotive aftermarket, supplying service stations and garages with Holley carburetor repair kits and parts, and adding new plants in Tennessee and Kentucky to keep up with demand. After moving its headquarters to Warren, Mich., in 1951, Holley built a new 250,000 square foot plant in Bowling Green, Ky. Product development continued through the next decades, and 1968 would see the merger of Holley with Colt Industries. The Holley aftermarket and original equipment business continued to grow, and in 1979, Holley created a replacement Parts division to meet an ever-expanding market.

In 1994, Holley original equipment division was sold to Borg-Warner, and Holley Replacement Parts relocated to the Bowling Green, Ky. In the 1990s, Holley expanded to include Hooker Headers, Flowtech Exhaust, Earl's Performance Plumbing, and NOS. However, even a strong, longtime NASCAR relationship was unable to protect Holley Performance Products from an overextended financial position. After filing for bankruptcy in February 2008, Holley downsized, but promised that employees would not be affected by the bankruptcy restructuring, and business would continue as normal.

Today, Holley carburetors are used by every NASCAR Sprint Cup team and every National Hot Rod Association (NHRA) Pro-Stock champion. Holley Performance Products continue to make a variety of automotive components, including performance fuel pumps, intake manifolds, cylinder heads, fuel injection, and engine dress-up products for street performance, marine, and race applications.


Ko'proq o'qish

Washington Old Hall descends to rack and ruin – before being saved

The 17th century version of the hall is mainly what we see today, although in 1792 alterations were made to the east wing. Architecturally, not much seems to have happened after that until the 1920s when it was divided into flats again - then neglected for years.

It seems incredible now, but relatively recently, 1936 to be precise, Washington Old Hall was in such disrepair that it would have been demolished had less progressive minds had their way. In fairness, the 1930s was not an economically joyous period.

But it’s always darkest before dawn and in 1937 it was purchased by a local preservation committee, led by one Frederick Hill, who set about its restoration with some US financial backing.

The committee set about removing the modern partitions of the flats and the building was made watertight.

Some of the restoration was quite ingenious, for example, one historic wooden staircase was acquired from the White Hart Hotel in Guildford.

Better still was that during restoration it was discovered that some of the 13th century parts of the house had not been completely destroyed, including those pointed arches, some foundations and walls. Hurrah!

Work was interrupted by a rather inconvenient world war and it wasn’t until 1955 that it was officially opened by the wonderfully named Winthrop W. Aldrich, the United States Ambassador to the UK.

In 1957 the National Trust took over the hall and still own it today. With help from the Friends of Washington Old Hall, the place has been made to appear much as it did around 400 years ago. Its gardens, paintings, furniture, ornaments and Jacobean panelling are quite magnificent.

It’s a hugely popular tourist attraction, not least with American visitors. History and splendour notwithstanding, the main selling point lies with a man who never visited England, let alone Sunderland.

George Washington.

Washington Old Hall is, of course, the ancestral home of the first US President.

He was born in Virginia in 1732 to Captain Augustine Washington and Mary Ball. His great-grandfather was John Washington, who emigrated from Sulgrave (in Northamptonshire) to Virginia in 1656.

George was also a descendent of William de Hertburn-Whessingtun-Washington . uni.

To cut a long story short, George Washington led the Patriots to victory over the British in the American Revolutionary War of 1775-83. Then he became President in 1789.

He didn’t actually sign the Declaration of Independence in Philadelphia on July 4, 1776. The President-to-be was actually in New York at the time, waiting for news from those who actually did sign.

He finally got to read out the Declaration to New Yorkers on July 9, who celebrated by whooping, drinking heavily and removing a lead statue of George III before melting it down, then turning it into bullets to fire at the British.

So while Washington Old Hall is indisputably the ancestral home of the most famous American of them all, and the connection is marked every July 4, the reality is that had George Washington ever turned up at the hall in person, we Brits would have hanged him.

Cementing the American connection

The American connection was firmly cemented in 1977 when President Jimmy Carter paid a visit to Washington Old Hall with British Prime Minister James Callaghan.

In 2006 the hall was significant in securing a friendship agreement between the city of Sunderland and Washington DC.

If you’ve never never visited this historical and aesthetic gem on our doorstep, we suggest you make the effort as soon as it reopens. The National Trust and the Friends of Washington Old Hall deserve our support and the hall brings revenue to this area.


Colliery Railways: Hetton Colliery Railway

Including a chapter on the Hetton Colliery Railway in an article about the railways and communities of Easington District might seem a little strange – after all the HCR began in Hetton and ended in Sunderland and at no point does it even touch Easington district. However the railway was constructed in the early 1820s when Hetton was indeed part of the then Easington District, which was much larger than now. The HCR ran from Hetton to Sunderland by crossing over Warden Law Hill, one of the highest points for miles around, and thus it could be seen from various high points (e.g. Mount Pleasant and Kinley Hill) in and around Seaham and elsewhere and for a brief while (from 1896 to about 1920) it may have been connected to Seaham Harbour via the old Rainton and Seaham line. More importantly the HCR (about which there is little published material) deserves a place in this book because of its unique place in railway history and for its role in opening up the coalmines of Easington District. The HCR was fed by Hetton Lyons, Eppleton and Elemore pits. These were the first deep mines in the county of Durham and were the inspiration for all of the other deep collieries which came later in Easington District, including the three Seaham pits.

The Durham coalfield is divided into two distinct parts – the exposed and the concealed. In the western, exposed, half fuel at or near the surface must have been collected from earliest times. There are places today in west Durham where people can literally dig up coal from their back gardens and there are still several open-cast sites which are likely to be around for decades to come. The first clearly documented evidence of coalmining in the exposed coalfield is in the Boldon Book of 1183, a register of the Bishop of Durham’s personal lands and the dues paid by his tenants. Small mines, probably simple bell-pits, were worked during the mediaeval period in the Tyne and Wear valleys. Limited in quantity and of indifferent quality, these coals were sent by sea to London and the Low Countries. The Industrial Revolution encouraged a dramatic increase in production from the 16th. century onwards. Because of their nearness to the sea Durham and Northumberland became the most important coal-producing and exporting counties in the period 1550-1700. Early wagonways and then the railways proper enabled coal and coke to be moved to the ports on the rivers and coast, where they were loaded on to large ships for export. A coal exchange was established at Billingsgate in London in 1769 and coal cartels began to operate in the Durham coalfield in the 18th. va 19 -asr boshlarida. asrlar. Before the advent of steam coal mines had to be drained by primitive water-wheels and this placed a physical limit on the depth of the mines and the amount of water that could be removed.

Wagonways may have been used at small mines in the Midlands in the 16th. asr. The earliest wagonway in the northeast was near Blyth, probably opened in 1609 to carry coal from pits near Bedlington to the river Blyth. In about 1630 Sir Thomas Liddell, of Ravensworth Castle, is said to have laid the first wagonway to the Tyne from the Teams Colliery near to Derwenthaugh. The first wagonway on the Wear was laid by Thomas Allan in 1693. By 1793 on a stretch of the river near Fatfield there were ten coal staiths connected by rail to some thirty pits. The rails of all these early lines were made of wood and the wagons were horse-drawn. By the middle of the 18th. century rails were made of cast-iron. By 1820 cheaper wrought-iron was increasingly in use. Wherever a large weight of goods had to be transported regularly between two fixed points railways showed themselves to be very practicable. At first hills set a limit to their use but inclined planes soon circumvented this problem. Complete canal boats were let down and drawn up on slopes between different canals. Similar inclined planes were placed to connect nearly level railways, and so the possibility of overcoming every difficulty of the ground was offered by them. Empty wagons were drawn up the line by the weight of the full ones in descent, a system apparently perfected by a Mr. Barnes of Benwell Colliery.

The eastern half of the Durham coalfield is concealed by several hundreds of feet of Permian magnesian limestone. The powerful steam engines required to dig and drain deep mines did not exist until the start of the 1820s. The first exploitation of the concealed coalfield using the new technology took place at the tiny village of Hetton where sinking commenced on December 19 1820. Deep mining was an expensive business, far beyond the financial means of most coalowners, and necessitated the creation of a large company for the purpose. Hetton was at the edge of the exposed coalfield. A few hundred yards to the east were old shallow pits at Rainton which sent their coal on horse-drawn wagons up a wagonway to Penshaw where it was loaded on to small vessels, taken down the river Wear, and re-transferred to larger boats for export to London and abroad. The new Hetton Colliery Company decided to dispense with all of these middlemen and have its own direct wagonway connection to its own staiths near the mouth of the river, eight miles to the northeast, for direct loading on to ocean-going vessels.

Whilst the exploratory digging proceeded at Hetton, George Stephenson, the famous engineer and pioneer of steam engines, oversaw the construction of the railway from the pithead to Sunderland from March 1821. He was allowed by his usual employers, the ‘Grand Allies’, to undertake this extra work, his first completely new railway, without any diminution of his salary as resident engineer at Killingworth Colliery in Northumberland. His brother Robert (after whom George’s equally famous son Robert was named) was the resident engineer for this, the remarkable Hetton Colliery Railway. The new line was the first railway in the world to be designed to use locomotives. Stephenson sold 5 of his own locos to the Hetton Company, but they were not terribly successful and were replaced by others in the 1830s.

The HCR ran uphill from Hetton to the Copt Hill, climbed over the top of Warden Law Hill, and descended past Silksworth on its way to the river at Sunderland. The railway was far from straight for it needed to make skilful use of the terrain. The first four stages totalled a climb of 317 feet 9 inches in about 2.8 miles. From the top of Warden Law Hill to the staiths above the river was seven more stages away, very nearly 5 miles, and a collective drop of 522 feet. Wagons, eight at a time and holding over two and a half tons each, were transported from Hetton to the Wear in about two hours – using fixed steam engines for the steepest gradients, self-acting inclined planes for the less steep, and very early locomotives and fixed engines for the few level stretches. Over the 8 miles there were two locomotives, six stationary engines, and 5 brake arrangements on as many inclined planes. At the time of its opening, November 18, 1822, the Hetton Colliery Railway was regarded as one of the engineering wonders of the world and it attracted visitors from as far afield as America and Prussia. The North-East was at the forefront of technology, the Silicon Valley of its day. The excellent publicity received launched the Stephenson clan on to even greater things – the Stockton & Darlington Railway (opened in 1825), the Manchester and Liverpool (opened in 1831) and the Birmingham & London. These pioneering achievements have earned George Stephenson a place on the back of every modern £5 note.

Coal edi found at the Hetton Lyons Blossom Pit sinking, at 650 and 900 feet, in seams six and a half feet thick. By 1826 Hetton Colliery and its sister mines at Elemore and Eppleton were producing 318,000 tons of coal worth £174,000 and had become the largest mining combine in England. Hetton Colliery and its railway proved that 900 feet of limestone and quicksand and a 300 foot hill were not insurmountable obstacles to exploitation of the rich reserves of coal and that lesson did not go unnoticed. Before long others, including the 3rd. Marquess of Londonderry and Colonel Thomas Braddyll of Haswell, would enter the field and the tapping of the concealed Durham coalfield began in earnest.

Between 1828 and 1831 Lord Londonderry constructed a wagonway from his Rainton pits to his new harbour at Seaham. This, the Rainton and Seaham railway, passed under the HCR at a point opposite to the public house at the Copt Hill. No junction was effected between the two at this point in time but there may be have been one later. Rainton Colliery closed in 1896 and the Rainton and Seaham line became redundant. The sections west of the Copt Hill were dismantled. The section from the Copt Hill to Seaham Colliery and Seaham Harbour was transferred from Londonderry Collieries to the Hetton Colliery Company and a junction may have been created which enabled the HCC to ship its coal from either Sunderland or Seaham Harbour. The new connection to Seaham Harbour was used only lightly and was abandoned at some point before 1920. The original Hetton Colliery Company was gobbled up by the Lambtons, Earls of Durham, late in the nineteenth century. At the very end of the century the Lambtons in turn sold out all their mining interests to Sir James Joicey. In 1920 the 7th. Marquess of Londonderry sold Silksworth Colliery to Joicey. This pit had been connected to the Londonderry Seaham and Sunderland Railway but was now linked instead to the Hetton Colliery Railway. Thus in its time the HCR served Hetton Lyons, Elemore, Eppleton and Silksworth collieries.

When Hetton Lyons Colliery closed in 1950 Elemore, Eppleton and Silksworth collieries carried on using the ancient HCR and the old staiths on the Wear. The end for railway and staiths came with the construction of the new Hawthorn Shaft near Murton from 1952-58 to which the coals from Eppleton, Elemore and Murton were sent underground for onward shipment down the old branch line from Murton to Sunderland Docks via Seaton and Ryhope or to Seaham Harbour via the South Hetton line. After a working life of 137 years the Hetton Colliery Railway carried traffic for the last time on Wednesday, September 9 1959, and dismantling began the next day. The last 90 feet of track was lifted at Hetton on November 20 1960.

The Present

Today, in fragments, there is still much to see of Stephenson’s masterpiece. The three best viewing spots are:

1) At the Copt Hill public house on the Houghton and Seaham road you are at the top of the inclined plane from Hetton Colliery and can see down into the valley where the pit was located.

2) At the summit of Warden Law Hill, above the old quarry. From here, on a clear day, there is a spectacular view in every direction and the sheer scale of the railway can be appreciated. Truly a wonder of its time.

3) From the eastern perimeter of Farringdon estate the course of the railway can be followed, in isolated segments, past Plains Farm and on into the centre of Sunderland, running gently downhill all the way. All traces of it vanish as it crosses the Chester Road. The staiths are long since demolished.


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