Latest news with #Packard
Chicago Tribune
28-06-2025
- Business
- Chicago Tribune
President of Daley's ambulance company, started by his dad, dies at 67
A memorial service is planned for John 'Jack' Daley III, president and chief executive officer of Daley's Medical Transportation, who died June 23, according to the company. The Oak Lawn resident was 67, and Daley's said he was surrounded by family and friends at home when he died following a long battle with pancreatic cancer. Dolton-based Daley's operates Bud's Ambulance, which provides paramedic-level ambulance response to 10 south suburbs. It also has a Joliet division that operates as Daley's Ambulance. Daley's Ambulance was founded in Harvey in 1950 by Daley's father, John 'Bud' Daley Jr. Daley's Medical said Daley was diagnosed with pancreatic cancer in May 2023, and he was 'determined not to let cancer hold him back. Even chemotherapy wasn't going to stop him from running ambulance calls.' 'Helping other people and caring for patients is what kept him alive,' the company said in announcing his passing. 'Jack Daley will always be the strongest and most resilient person we have ever known,' the company said. Daley's survivors include his wife and four daughters. The company said a memorial service will be announced at a later date. The company said Daley was a paramedic for 49 years in south Cook County and had been a police officer with the Burnham Police Department since 1980, rising to the rank of sergeant and serving on the South Suburban Major Crimes Task Force for more than 10 years. The company's main office has been in Dolton since 1972 and it also has a location in Joliet that opened in 2012. John 'Bud' Daley founded the business in September 1950 after serving in the military, first as a corpsman in Korea then later managing a military ambulance on the Philippine Islands, according to a company history. Daley left the military in 1949, then after returning stateside worked for an ambulance company in Fargo, North Dakota, according to the company's history. The business was based at his home in Harvey, and Daley, in 1955, married Betty, who became his partner in the business and would answer the phone and communicate on the radio perched on the kitchen table. Daley's Ambulance, as it was known at the time, started with two used ambulances — a 1936 LaSalle and 1946 Packard — according to the company. It was Daley's experience in the military and overseeing the Army ambulance that made him realize that 'medically trained personnel should be available to everyone in a time of need,' according to the company. Daley died in 2001, and Jack formed Bud's Ambulance at the time. Daley's Medical Transportation also operates Daley's Ambulance in Will County. It responds to 911 calls in Rockdale and also serves multiple health care facilities in Will County, according to the company. Nearly all of Daley's employees are either trained and certified as emergency medical technicians or paramedics, according to John McGehee, vice president of administration. The company requires that executives go out on ambulance runs and work alongside crews on a regular basis.
Otago Daily Times
11-06-2025
- Science
- Otago Daily Times
Event shares internet's military development
Dr Noel Packard explores the Cold War origins of the Internet. Photo: supplied Covert military origins beneath today's worldwide computer network will be revealed in two talks. Interdisciplinary social scientist Dr Noel Packard, of Auckland, will present her research into how the internet's foundations were quietly laid under Cold War secrecy during sessions at the New Zealand International Science Festival. Her University of Auckland media, film and television PhD thesis traces how the United States military network that became today's internet began as a way to electronically track political activists and communists. The first high-powered "interactive" computer networks were bankrolled by the US to fight a new kind of counterinsurgency warfare against communism. "Probably half of our taxpayer money went to the military in the Cold War, if not more," she said. The 1959 defence directive that authorised funding the experimental Advanced Research Projects Agency Network (Arpanet), precursor to the modern internet, required real-world trials. Trials ran in Vietnam, South America, the US and other countries. Electronic tracking of activists and the neutralisation of alleged communists proved the system's worth under the name of anti-communism. "That was a good patriotic thing that could get Congress to approve that amount of money to build this new kind of counterinsurgency." The seismic shift brought by the World Wide Web meant the pre-internet and post-internet eras should be distinguished, just as scholars separated BC and AD, pre and post-World War 2 or the Dark Ages and the Enlightenment, she said. To untangle the internet's early phases, Dr Packard collaborated with graphic designers to create infographics charting secret military tests in the 1960s-70s, wider distribution in the 1980s and full commercialisation as the public internet from the 1990s onward. One infographic depicts the development of the internet as a tree growing up through a lake: the leafy canopy above the water representing the public network, while the "submerged roots" underscore how much of the internet's foundation was built out-of-sight or to be "non-evident". For most users, those deep roots remain invisible. "I think it should be a common way of looking at internet history because if you have that understanding, you are more inclined to use the electronic media in a way that is more cautious or more careful. "People should know the dangers as well as the good things about the internet: where it came from, what the networks were used for, what they grew out of." Dr Packard will present her collaborative efforts with graphic designers Hannah Day, Milan Law and Emma Ryan, of Bowman Communications, to chart the history of pre-internet network in infographics during the New Zealand International Science Festival. Details Dr Noel Packard: Making Internet History More Visible Festival Hub 285 George St Tuesday, July 1, 2pm-3pm Wednesday, July 2, 11am-noon No tickets required
Yahoo
06-06-2025
- Automotive
- Yahoo
Colorado State Patrol asks drivers to respect lane filtering motorcyclists
DENVER (KDVR) — The Colorado State Patrol is urging drivers to respect motorcyclists engaged in lane filtering, with summer riding season officially underway. First and foremost, CSP said it is important for drivers to understand the difference between lane splitting, which is illegal, and lane filtering, which was legalized last year and took effect last August. What's the difference between lane filtering and lane splitting — and which one is legal? 'The first thing Coloradoans need to understand is that there is a seemingly small but important difference between lane filtering and lane splitting,' CSP Chief Col. Matthew C. Packard said in a statement. 'One maneuver is legal, and the other remains prohibited, so let's all start by getting on the same page.' Lane filtering is when a motorcyclist passes other cars that are at a complete stop. Lane splitting, meanwhile, is when a rider rides in-between cars that are in motion. According to the new law, the CSP says these five rules must be followed: To pass, traffic in the rider's lane and adjacent lanes going the same direction must be at a complete stop The lane must be wide enough to fit the vehicle and motorcycle while passing The motorcycle must go 15 mph or less The rider must pass safely and control the motorcycle The rider must pass on the left and not enter the oncoming traffic lane Sign up for the FOX31 Denver Guide weekly newsletter for events and activities 'It's up to the rider to assess each situation and determine if the conditions are safe and legal to filter – it's an option, not a requirement to filter,' Packard said. 'It is also the responsibility of every motorist to share the road. Drive with etiquette and with the law in mind. Respecting each other and driving without distractions will make our commutes faster and safer.' Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Los Angeles Times
03-06-2025
- Entertainment
- Los Angeles Times
Lost L.A. comes to life in reissued book about the city before freeways
Not long after his arrival in Los Angeles three decades ago, Nathan Marsak bought a 1949 Packard, the kind of car best suited for old-timey gangsters and detectives, not an architectural historian who left Wisconsin to move to the city of his dreams. But he wanted to live 'the L.A. noir life,' he says, and no other vehicle seemed more appropriate. 'The L.A. bug just bit me. I wanted to look for the world of James M. Cain and Raymond Chandler, and I did,' he says. 'I drove my Packard around, looking for signs of the old, decrepit, dissolute Los Angeles, and I found it in spades. I had lots of adventures.' From the old suits he wears to the big Highland Park house where he lives with his family, Marsak has a deep affection for vintage things. (He does have an iPhone, though, and his wife did talk him into a microwave — but the design had to be retro.) Marsak's affection for the past extends to Arnold Hylen, a solitary, mild-mannered Swedish émigré, whose book of mid-20th century photos and an essay about old Los Angeles, 'Los Angeles Before the Freeways 1850-1950: Images of an Era,' was recently reissued by Angel City Press in a new edition curated and expanded by Marsak. Not merely a facsimile, the new edition has been augmented with additional text, notes, fresh layouts and more Hylen photos of an old city on the verge of being swallowed up by the new — a process of cultural erasure that crops up in many criticisms of Los Angeles as a superficial place with no deep sense of itself. Marsak disagrees — sort of. 'It's deserved, and it's undeserved,' he says. 'I've been all over, and it's unfair to pick on Los Angeles alone. But I think the city's been an easy target just because we've had so many high-profile losses of distinctive architecture here. That stands out in people's minds. Hylen was certainly aware of those losses and they worried him. If they hadn't, I don't think he would've felt an obsessive drive to chronicle the old city.' Hylen lived a quiet bachelor life, Marsak says, and never imagined his photos would one day be among those by William Reagh, Leonard Nadel, Theodore Seymour Hall and Virgil Mirano. He was born in 1908 and arrived in Vermont from Sweden when he was still a baby, relocating to Southern California with his family in 1917. As a teen he studied art at the Chouinard Art Institute in L.A.'s Westlake neighborhood and found work in World War II as a photographer and designer of sales materials and trade show exhibits for Fluor Corp., an oil and gas engineering and construction firm. As he photographed refineries, his eyes opened to the surrounding city. As Marsak describes in the book's introduction, he'd 'spend the day walking the streets, camera in hand, which fed his interest in the fast-disappearing downtown area, Bunker Hill in particular.' 'I think he knew the value absolutely of what he was doing for himself and other like-minded spirits,' Marsak says, 'but I don't think he knew what to do with the photos.' Thankfully, Glen Dawson did. An iconic figure in L.A.'s literary landscape, Dawson used his small press to publish two books of Hylen's photos. Marsak learned about them (thanks to an enthusiastic barfly he encountered in an L.A. dive) and found both in the used bookstores once existing on 6th Street: 'Bunker Hill: A Los Angeles Landmark' (1976) and 'Los Angeles Before the Freeways,' the latter published not long before Hylen's 1987 death. Marsak spent many years persuading the photographer's relatives to sell him the rights to republish Hylen's work — selling his beloved Packard to fund that purchase. Marsak's dedication has paid off: 'Los Angeles Before the Freeways' is an engrossing collection of black-and-white images of a city in which old adobe structures sit between Italianate office buildings or peek out from behind old signs, elegant homes teeter on the edge of steep hillsides, and routes long used by locals would soon be demolished to make room for freeways. These images are accompanied by Hylen's book-length essay, which runs like a documentarian's voice-over throughout the collection. Two notable changes for this edition: More photos and the decision to use Hylen's uncropped photos, which provide a richer sense of locale and more photos. There were 116 photos in the original book; Marsak went through Hylen's negatives and found more photos, resulting in 143 images in the new edition. Marsak supplies an introductory essay and an invaluable guide to the many architectural styles belonging to L.A.'s past. His footnotes and captions also enhance our understanding of the photos: In some cases, he uses them to correct some false claims that Hylen makes in his essay (for instance, that a long stone trough on Olvera Street was a Gabrielino relic when in fact it was actually created by a local rancher). There are no special effects or gimmicks to Hylen's photos, no staging or posed imagery — he lets these forgotten edifices speak for themselves. They range from the magnificent, Romanesque detailing of the Stimson Block (the city's first large steel-frame skyscraper on Figueroa Street) to the multi-gabled, Queen Anne charm of the Melrose, a home built on Bunker Hill by a retired oilman. Occasionally, though, Hylen's lens does give us something a bit more impressionistic and emblematic of his thesis about L.A.'s vanishing history. Take, for example, a photo of the Paris Inn on East Market Street. The little French-style inn, which opened in 1930, stands in sharp relief in the foreground while City Hall hovers like a faint ghost in the background, suggesting that a more modern version of L.A. is on the verge of materializing out of thin air. For Marsak, who spends his time researching old L.A., giving lectures, serving as an Angels Flight operator and working with local preservationist groups, Hylen's work fills an important gap in L.A.'s past. He hopes readers, especially Angelenos, will come away with a deeper appreciation for their city. 'There's a saying that when something's gone, it's gone for good, and 98% of the stuff in this book is gone,' he said. 'Anyone who looks at this book probably already has a preservationist impulse, but if they don't, if I can light the preservation fire under at least one of them, all the hard work will have been worth it. I really hope seeing this work will make Angelenos think more about their own neighborhoods. I think Hylen would appreciate that.'
Yahoo
12-05-2025
- Automotive
- Yahoo
'Possibly America's ugliest car' and others still shine inside Canton Classic Car Museum
CANTON ‒ "We're so much more than cars." That's the promotional claim of Canton Classic Car Museum. Those words don't dispute, however, that there are many interesting motor vehicles housed at the downtown Canton tourist attraction. A 1937 Ahrens-Fox fire engine. A 1937 Packard hearse. A 1937 Studebaker President police car. And, traveling back even farther in years, we find a 1922 Holmes Victoria Series, a car built in the museum's hometown. All are featured on display at Canton Classic Car Museum, established in 1978 and located at 123 Sixth St. SW, with the structure bordering Market Avenue S, across from WHBC radio station and The Canton Repository. Following the coronavirus hiatus, the museum has been reopened for a couple of years now, said General Manager Gary Hussar. A few changes have been made to heighten the nostalgic experience. "We've got a lot of new lights, LED lights, to make it brighter," said Hussar. "And I moved the stanchions around the cars, so now you can get up close and personal with them." But, we'll get back to the cars -- admittedly the highlights of a stop at the museum after we take a look at the abundant memorabilia. More: 200 THINGS THAT PLAY IN STARK COUNTY: Canton Classic Car Museum Other than the dozens of historical vehicles, most immediately noticeable to the eyes of a visitor to Canton Classic Car Museum is the memorabilia. There is an abundance spread out on the floor, hanging on the walls and shelved in display cases. "The gorgeous vehicles are complemented by thousands of pieces of historical memorabilia displayed throughout the museum," the facility's website notes. Hundreds of pieces of old advertising cover the walls behind the motor vehicles. Porcelain advertising signs, and metal product cans accompany them. Auto-related movie posters from the past date nearby vehicles. A portrait of President Franklin D. Roosevelt made in 1941 by inmates of Ohio Penitentiary who generated his features by tapping letters on a typewriter is among the political items displayed. Automobile-related collectibles also include license plates from years past. Photographs depicting car-related scenes are positioned throughout the museum to take visitors back in time in a personal way. Tin signs for Stark County businesses ‒ Noaker's Ice Cream is among them ‒ remind many local visitors of establishments they haunted so many years ago. If you really want a feel nostalgia for the community, you'll to visit the museum's Canton Room. The space remains pretty much as it has for years, filled with memorabilia of the city and its surroundings. An assortment of artifacts recall Canton-area icons such as Meyers Lake Amusement Park and President William McKinley. The Canton Room also is the museum home of the 1937 Studebaker President bullet-proof police car once used by Canton's law enforcement officers. "You can step right up and admire the bullet-resistant window glass that is over an inch thick," the online information suggests. "Each window features a closable Tommy gun porthole." With that forementioned car ‒ nicknamed the "Bandit Car" by Canton Police of its day ‒ as an example, the more than three dozen motor vehicles are what most visitors come to see. A vehicle with similar ties to the city's first responders is the 1937 Ahrens-Fox Quad fire engine, in its original unrestored condition that it was in when it was used by Canton's firefighters. "They (Canton Fire Department) bought three of them new," said Hussar. "They still have one for parades. We have one. And the third was used as a donor car; they used pieces of it to restore the other two." Nearby is the 1922 Holmes Victoria Series vehicle, one of seven motor vehicles built in Canton (it was manufactured from 1917 to 1922), text information supplied by the museum notes to explain the car's significance to Canton's history. The Holmes, advertised as "America's Most Comfortable" car, was "the world's only full-sized air-cooled car," its ads also boasted. Looking at it decades after it was built, visitors likely won't take offense that this car once also had the reputation for being "possibly America's ugliest car." Motor vehicles for which comfort or style wasn't really a factor are the paired 1937 Packard hearse -- powered by a V-12 engine -- and its companion 1937 Packard flower car. "The flower car," according to online information, "looks much like a 1930s version of an El Camino." Many of the automobiles on display at Canton Classic Car Museum have distinct stories surrounding them. A 1932 Lincoln roadster "was the pace car for the 1932 Indianapolis 500" auto race, explains Hussar. "We also have a 1904 Rambler," Hussar said. "It did the London to Brighton (Veteran Car) Run in 1999." A 1904 St. Louis auto, manufactured by the St. Louis Motor Carriage Co., is the first successful single-cylinder car. But, it's another "first" that ties the car to Stark County. "That brand of car was the first to use Timken roller bearings," Hussar explained. The museum used to display two of the handful of cars that the late Cleveland television personality Neil Zurcher used on his "One Tank Trips" segments: his 1959 Nash Metropolitan convertible and a 1957 BMW Isetta. A couple of years ago, the Nash went back to Zurcher, who reportedly passed it on to one of his children. But, the Isetta remains on display in Canton as a reminder to fans of the travel reporter, who died earlier this year. One of the cars is the star of two local museums. A Hupmobile -- the kind of car on which owners of professional football teams sat on the running boards of in Ralph Hay's showroom in 1920 when they began to plan what would become the National Football League -- splits its time between the Canton Classic Car Museum and the Pro Football Hall of Fame. "It goes back and forth from here to the Hall every six months to a year," Hussar said. "It's always rotating, but right now it's here." Reach Gary at On "X" (formerly Twitter): @gbrownREP If you go Canton Classic Car Museum Where: Museum appears to face Market Avenue S but entrance and parking lot are around the corner at 123 Sixth St. SW, Canton. When: Open 10 a.m. to 4 p.m. Wednesday through Saturday; closed Sunday through Tuesday Features: Displays of collection of iconic automobiles, vintage toys, car ads and motor vehicle memorabilia, with a gift shop Cost: Admission is $10 for adults, $8 for seniors 60 and older, $11 for students 11-18 with valid student ID, free for children 10 and younger; group price (10 or more in party) is $6. This article originally appeared on The Repository: Canton Classic Car Museum's winding path through Canton history
