a brake system, likely for a car. Here's a breakdown of the labeled components:
Main Components:
* Brake Pedal: The driver applies pressure to this pedal to initiate braking.
* Brake Central Pump: This is the heart of the hydraulic braking system. It converts the mechanical pressure from the pedal into hydraulic pressure.
* Brake Pad: These friction pads are mounted on the caliper and press against the brake rotor to slow down the vehicle.
* Brake Rotor: A metal disc that rotates with the wheel. The brake pads clamp onto it to create friction and slow down the wheel.
* Caliper: A housing that holds the brake pads and applies pressure to them against the rotor.
* Piston: Located within the caliper, these push the brake pads against the rotor when hydraulic pressure is applied.
* Piston Seals: These prevent brake fluid from leaking past the piston.
* Piston Boots: These protect the piston seals from dirt and debris.
* Brake Fluid: This incompressible fluid transmits pressure from the master cylinder to the calipers.
* Brake Field: This likely refers to the area where the brake system operates, such as the wheels or the brake lines.
* Mounting Bracket: This attaches the caliper to the vehicle's suspension.
Other Components:
* Brisk Seal: This is likely a type of seal used in the brake system.
* Calidity Calmon: This might refer to a type of brake pad material or a brand.
Overall, the image provides a comprehensive view of the key components involved in a typical hydraulic brake system and how they work together to slow down and stop a vehicle.


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Queens, New York

This remarkable 1908 photograph captures the Long Island Motor Parkway (also known as the Vanderbilt Parkway) with the Manhattan skyline in the distance. Built in 1908, the parkway is celebrated as the first road in the United States designed exclusively for automobiles. Stretching from Queens to Ronkonkoma, it featured innovative overpasses and bridges, making it a pioneer in modern roadway design.

Initially a private toll road costing $2 to use, it was largely frequented by wealthy car enthusiasts eager to race their vehicles. The parkway was eventually closed in 1938 and absorbed by the state, though parts of it remain today, repurposed as a scenic bike path in Queens. A fascinating glimpse into the dawn of the automobile age.

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UNION PACIFIC RAILROAD'S FIRST BLACK WOMAN TRAIN ENGINEER
Edwina Justus (July 11, 1943) is a African-American trailblazer engineer who is best known for being Union Pacific's first black female train engineer.

At a young age, Edwina's role as a change-maker began when she became the first African-American girl to attend Brown Park School, and she was the only person of color in the entire school.

In search of better opportunities, Edwina applied for a job at Union Pacific. After her application was denied, she enrolled at the University of Nebraska at Omaha.

When she applied at Union Pacific for the second time, her application was a success. Justus began her career at U.P. in 1973 as a clerk at one of its Omaha facilities. Edwina Justus was one of five black women who worked in the Omaha office.

In 1976 she applied for an engineer opening in North Platte, Neb. She got the job and became UP’s first black female engineer at the age of 34. North Platte was a big operation. Union Pacific is the largest railroad in the United States. “When I received the offer in North Platte, Nebraska, my dad encouraged me to take it.”

However, the work environment wasn't supportive. Edwina endured racial slurs and the belief that she couldn't do good work as a woman. But she was not deterred. She used her wit and performance to excel in her career.

Justus worked 22 years before retiring in 1998. She hauled items such as livestock, automobiles and airplane wings to Cheyenne, Wyoming, and Denver, Colorado, never taking for granted the beauty of a sunset or quiet night.

“Railroading isn’t easy, but I didn’t let anyone bully me and I always stood up for myself,” Justus said.

In 2018, Justus was honored in a Durham Museum exhibit. The exhibit shares the diverse experiences of 12 Nebraska women through time.

The Horse Manure Problem of 1894
The 15 to 30 pounds of manure produced daily by each beast multiplied by the 150,000+ horses in New York city resulted in more than three million pounds of horse manure per day that somehow needed to be disposed of. That’s not to mention the daily 40,000 gallons of horse urine.
In other words, cities reeked. As Morris says, the “stench was omnipresent.” Here are some fun bits from his article:
Urban streets were minefields that needed to be navigated with the greatest care. “Crossing sweepers” stood on street corners; for a fee they would clear a path through the mire for pedestrians. Wet weather turned the streets into swamps and rivers of muck, but dry weather brought little improvement; the manure turned to dust, which was then whipped up by the wind, choking pedestrians and coating buildings.
. . . even when it had been removed from the streets the manure piled up faster than it could be disposed of . . . early in the century farmers were happy to pay good money for the manure, by the end of the 1800s stable owners had to pay to have it carted off. As a result of this glut . . . vacant lots in cities across America became piled high with manure; in New York these sometimes rose to forty and even sixty feet.
We need to remind ourselves that horse manure is an ideal breeding ground for flies, which spread disease. Morris reports that deadly outbreaks of typhoid and “infant diarrheal diseases can be traced to spikes in the fly population.”
Comparing fatalities associated with horse-related accidents in 1916 Chicago versus automobile accidents in 1997, he concludes that people were killed nearly seven times more often back in the good old days. The reasons for this are straightforward:
. . . horse-drawn vehicles have an engine with a mind of its own. The skittishness of horses added a dangerous level of unpredictability to nineteenth-century transportation. This was particularly true in a bustling urban environment, full of surprises that could shock and spook the animals. Horses often stampeded, but a more common danger came from horses kicking, biting, or trampling bystanders. Children were particularly at risk.
Falls, injuries, and maltreatment also took a toll on the horses themselves. Data cited by Morris indicates that, in 1880, more than 3 dozen dead horses were cleared from New York streets each day (nearly 15,000 a year).