Louis Charles Joseph Blériot was a French aviator and engineer. He developed the first practical headlamp for cars and established a profitable business manufacturing them, using much of the money he made to finance his attempts to build a successful aircraft. Blériot was the first to use a combination of hand/arm-operated joystick and foot-operated rudder control, in use to the present day, for the basic format of aerodynamic aircraft control systems. Blériot was the first to make a working, piloted monoplane. In 1909 he became world-famous for making the first airplane flight across the English Channel, winning the prize of £1,000 offered by the Daily Mail newspaper, he was the founder of a successful aircraft manufacturing company. Born at No.17h rue de l'Arbre à Poires in Cambrai, Louis was the first of five children born to Clémence and Charles Blériot. In 1882, aged 10, Blériot was sent as a boarder to the Institut Notre Dame in Cambrai, where he won class prizes, including one for engineering drawing.
When he was 15, he moved on to the Lycée at Amiens. After passing the exams for his baccalaureate in science and German, he determined to try to enter the prestigious École Centrale in Paris. Entrance was by a demanding exam for which special tuition was necessary: Blériot spent a year at the Collège Sainte-Barbe in Paris, he passed the exam, placing 74th among the 243 successful candidates, doing well in the tests of engineering drawing ability. After three years of demanding study at the École Centrale, Blériot graduated 113th of 203 in his graduating class, he embarked on a term of compulsory military service, spent a year as a sub-lieutenant in the 24th Artillery Regiment, stationed in Tarbes in the Pyrenees. He got a job with an electrical engineering company in Paris, he left the company after developing the world's first practical headlamp for automobiles, using a compact integral acetylene generator. In 1897, Blériot opened a showroom for headlamps at 41 rue de Richlieu in Paris; the business was successful, soon he was supplying his lamps to both Renault and Panhard-Levassor, two of the foremost automobile manufacturers of the day.
In October 1900 Blériot was lunching in his usual restaurant near his showroom when his eye was caught by a young woman lunching with her parents. That evening, he told his mother. I will marry her, or I will marry no one." A bribe to a waiter secured details of her identity. Blériot set about courting her with the same determination that he would bring to his aviation experiments, on 21 February 1901 the couple were married. Blériot had become interested in aviation while at the Ecole Centrale, but his serious experimentation was sparked by seeing Clément Ader's Avion III at the 1900 Exposition Universelle. By his headlamp business was doing well enough for Blériot to be able to devote both time and money to experimentation, his first experiments were with a series of ornithopters. In April 1905, Blériot met Gabriel Voisin employed by Ernest Archdeacon to assist with his experimental gliders. Blériot was a spectator at Voisin's first trials of the floatplane glider he had built on 8 June 1905.
Cine photography was among Blériot's hobbies, the film footage of this flight was shot by him. The success of these trials prompted him to commission a similar machine from Voisin, the Blériot II glider. On 18 July an attempt to fly this aircraft was made, ending in a crash in which Voisin nearly drowned, but this did not deter Blériot. Indeed, he suggested that Voisin should stop working for Archdeacon and enter into partnership with him. Voisin accepted the proposal, the two men established the Ateliers d' Aviation Edouard Surcouf, Blériot et Voisin. Active between 1905 and 1906, the company built two unsuccessful powered aircraft, the Blériot III and the Blériot IV a rebuild of its predecessor. Both these aircraft were powered with the lightweight Antoinette engines being developed by Léon Levavasseur. Blériot became a shareholder in the company, in May 1906, joined the board of directors; the Blériot IV was damaged in a taxiing accident at Bagatelle on 12 November 1906. The disappointment of the failure of his aircraft was compounded by the success of Alberto Santos Dumont that day, when he managed to fly his 14-bis a distance of 220 m, winning the Aéro Club de France prize for the first flight of over 100 metres.
This took place at Bagatelle, was witnessed by Blériot. The partnership with Voisin was dissolved and Blériot established his own business, Recherches Aéronautiques Louis Blériot, where he started creating his own aircraft, experimenting with various configurations and creating the world's first successful powered monoplane; the first of these, the canard configuration Blériot V, was first tried on 21 March 1907, when Blériot limited his experiments to ground runs, which resulted in damage to the undercarriage. Two further ground trials damaging the aircraft, were undertaken, followed by another attempt on 5 April; the flight was only of around 6 m, after which he cut his engine and landed damaging the undercarriage. More trials followed, the last on 19 April when, travelling at a speed of around 50 kph, the aircraft left the ground, Blériot over-responded when the nose began to rise, the machine hit the ground nose–first, somersaulted; the aircraft was destroyed, but Blériot was, by great good fortune, unhurt.
The engine of the aircraft was behind his seat, he was lucky not to have been crushed by it. This
Léon Bollée Automobiles
Léon Bollée Automobiles was a French company founded by Léon Bollée in Le Mans to build a first vehicle called "Voiturette". The Bollée family, all car makers, created three brands: steam vehicles, Amédée Bollée, built between 1873 and 1885. Petrol cars, Amédée Bollée, built between 1896 and 1923; the automobiles of Léon Bollée, between 1895 and 1931. The first "Voiturette" built by Léon Bollée in 1895 was a three-wheel tandem driven by a single-cylinder 3 HP engine and belt drive; the cars sold well and several hundred were made for Léon Bollée by Hurtu & Diligeon, only the prototypes were made at the Le Mans factory. The law restricting motor vehicles to four miles per hour on Britain's public roads was repealed in 1896 and in November of that year a'race' was held in celebration from London to Brighton, which saw a'one-two' for the Bollée brothers in their Bollée cars. Bollée's next vehicle appeared in 1899, it was a four-wheel car with independent suspension, whose engine attracted the attention in 1900 of Darracq, which used it in its own models.
In 1903, a new factory was built in Le mans and here Léon Bollée Automobiles built two four-cylinder models: one of 28 HP and 4.6 litres, another of 45 HP and eight litres. These cars were equipped in 1907 with a six-cylinder motor and in 1909 with a four-cylinder of 10/14 HP; the series of 1910 included nine models. By 1911 they were making 600 cars a year. Léon Bolée died in 1913 but the company continued operations being run by his widow and during World War I, as well as a few cars, made ammunition and machine guns. Car production returned in 1919 with the 2612 cc Type H followed in 1922 by a 3918 cc six. In 1924, Morris Motors LImited, after failing to introduce its cars into France, made a second attempt by buying the factory at Le Mans to make cars with four-cylinder engines similar to those of the Morris Cowley and Morris Oxford bullnose; the new company was called "Morris-Léon Bollée". The company was reorganized by directors sent from Morris Motors Limited factory in Cowley, the production of Morris-Léon Bollée cars began at the end of 1925.
The first car, the Type MLB had 2.5 litre engine. In 1928 an 18 HP model appeared equipped with a straight-eight, 3-litre engine but only six were made. In spite of difficulties in obtaining components, production reached 150 cars per week. However, the French market did not take to buying cars made by a foreign company and as sales did not meet expectations production stopped in 1928. Morris Motors LImited was unable to make the French company profitable and in 1931, Morris closed the company and sold the stock to a partnership which handled the sale of the last cars produced, thus ended the history of the Léon Bollée car
London to Brighton Veteran Car Run
The London to Brighton Veteran Car Run is the longest-running motoring event in the world. The first run was in 1896, it has taken place most years since its initial revival in 1927. To qualify, the cars must have been built before 1905, it is the world's largest gathering of veteran cars – 443 started in 2005, 484 in 2009, compared to 37 starters in 1927, 51 starters in 1930 and 131 in 1938. It takes place on the first Sunday in November and starts at sunrise from Hyde Park and follows the old A23 road to finish at Brighton – a distance of 54 miles. There are two official stops along the way: Preston Park. Preston Park is the official finishing point; the organisers emphasise that the event is not a race – they do not publish the order in which cars finish, participants are not permitted to exceed an average speed of 20 mph. Any that finish before 4:30 pm are awarded a medal. There are a few other events preceding the Veteran Car Run such as Motoring Forum, Veteran Car Run Sale, a motor show, participant reception.
The first run took place on a wet Saturday. Organised by Harry J. Lawson, named "The Emancipation Run", it was a celebration of the passed Locomotives on Highways Act 1896, which had replaced the restrictive Locomotive Acts of 1861, 1865 and 1878 and increased the speed limit to 14 mph. Since 1878 the speed limit had been 4 mph in the country and 2 mph in the town and an escort had been required to walk 20 yards ahead of the vehicle; the 1865 act had required the escort to carry a red flag at a distance of 60 yards. The run was the first meet of the Motor Car Club, of which Lawson was President; the event started with a breakfast at the Charing Cross Hotel, which included the symbolic tearing in two by Lord Winchelsea of a red flag. The competitors gathered outside the Metropole Hotel, with the cars accompanied by a "flying escort" – estimated by one witness as "probably 10,000" – of pedal cyclists, recreational cycling having become popular with the English in the final decades of the 19th century.
A total of 33 motorists set off from London for the coast and 17 arrived in Brighton. The first of the cars set off from London at 10:30 am and the first arrival in Brighton, by a Duryea Motor Wagon, beating the next closest Brighton arrivals by more than an hour. Two Duryea cars participated in the run, marking the first appearance of American motor vehicles in Europe. During the next few years, Commemoration Run took place between Whitehall Place and Sheen House Club covering the distance of about eight miles; the run was not staged again until 1927, annually run from 1927 until the onset of the Second World War. Owing to petrol rationing, the event was cancelled until 1947. With all this considered, it is the world's longest running motoring event. Since 1930, the event has been controlled by the Royal Automobile Club; the 1953 comedy movie Genevieve is set during one of these runs. Many racing drivers and celebrities have taken part in the event, including Richard Shuttleworth, S. C. H. "Sammy" Davis, Sir Malcolm Campbell, Prince Bira, George Eyston, Richard Seaman, Kaye Don, George Formby, Phil Hill, Stirling Moss and Jochen Mass.
The 72nd anniversary run took place in 1968 and was joined by celebrity participants Prince Rainier and Princess Grace of Monaco, in a 1903 De Dion-Bouton. That year Stirling Moss participated, driving a 1903 four-cylinder Mercedes; some participants dress up in a late Edwardian style of clothing. In 1971 Queen Elizabeth II was a passenger in a 1900 Daimler. A regular participant is Prince Michael of Kent. In 2010 the RAC launched the Brighton to London Future Car Challenge, following the same route as the veteran car run, but starting in Brighton and finishing at Regent Street, London – and taking place of the day prior to the veteran run; the event is intended to showcase low energy impact vehicles of various technologies – Electric and Low-Emission ICE. Participants compete to minimise energy consumption using "road legal" vehicles in "real world" conditions; the results of the inaugural 2010 event showed that the electric vehicles used the least energy, compared to the hybrid vehicles and the diesel powered internal combustion engine vehicles.
The event was not organised as a race, but the General classification of the fastest finishers was: Genevieve London to Brighton events Brighton Speed Trials Official website LBVCR 2010 Information Veteran Car Club of Great Britain's page about LBVCR Cuckfield Companion's page about LBVCR Sponsor Renault Sport's page about LBVCR 1950s cine film London to Brighton Veteran Car Run flickr.com group Future Car Challenge website LBVCR Press Release relating to Historic Electric Vehicles A US version of the car run, from New London to New Brighton
De Dion-Bouton was a French automobile manufacturer and railcar manufacturer operating from 1883 to 1953. The company was founded by the Marquis Jules-Albert de Dion, Georges Bouton, Bouton's brother-in-law Charles Trépardoux; the company was formed after de Dion in 1881 saw a toy locomotive in a store window and asked the toymakers to build another. Engineers Bouton and Trépardoux had been eking out a living with scientific toys at a shop in the Passage de Léon, near "rue de la Chapelle" in Paris. Trépardoux had long dreamed of building a steam car. De Dion inspired by steam and with ample money, De Dion, Bouton et Trépardoux was formed in Paris in 1883; this became the De Dion-Bouton automobile company, the world's largest automobile manufacturer for a time, becoming well known for their quality and durability. Before 1883 was over, they had set up shop in larger premises in the Passage de Léon, Paris and dropped steam engines for boats, produced a steam car. With the boiler and engine mounted at the front, driving the front wheels by belts and steering with the rear, it burned to the ground on trials.
They built a second, La Marquise, the next year, with a more conventional steering and rear-wheel drive, capable of seating four. The Marquis de Dion entered one of these in an 1887 trial, "Europe's first motoring competition", the brainchild of one M. Fossier of cycling magazine Le Vélocipède. Evidently, the promotion was insufficient, for the De Dion was the sole entrant, but it completed the course, with de Dion at the tiller, was clocked at 60 km/h; this must be taken with considerable care. The vehicle survives, in road-worthy condition, has been a regular entry in the London to Brighton Veteran Car Run. Following this singular success, the company offered steam tricycles with boilers between the front wheels and two-cylinder engines, they were built in small numbers, evidently a favorite of young playboys. They were joined by a larger tractor, able to pull trailers; this larger vehicle introduced "dead" axle. On July 22, 1894, Paris–Rouen race, it averaged 18.7 km/h over the 126 km route, but was disqualified for needing both a driver and a stoker.
Two more cars were made in 1885 followed by a series of lightweight two-cylinder tricars, which from 1892 had Michelin pneumatic tyres. In 1893, steam tractors were introduced which were designed to tow horse type carriages for passengers or freight and these used an innovative axle design which would become known as the De Dion tube, where the location and drive function of the axle are separated; the company manufactured steam buses and trucks until 1904. Trepardoux, staunchly supporting steam, resigned in 1894 as the company turned to internal combustion vehicles; the steam car remained in production less unchanged for ten years more. By 1889, de Dion was becoming convinced the future lay in the internal combustion engine, the company had built a ten-cylinder two-row rotary. After Trépardoux resigned in 1894, the company became De Bouton et Compagnie. For 1895, Bouton created a new 137 cc one-cylinder engine with trembler coil ignition. Proving troublesome at its designed speed of 900 rpm, when Bouton increased the revs, the problems vanished.
In trials, it achieved an unprecedented 3500 rpm, was run at 2,000 rpm, a limit imposed by its atmospheric valves and surface carburettor. Inlet and exhaust valves were overhead, a flywheel was fitted to each end of the crankshaft; this engine was fitted behind the rear axle of a tricycle frame bought from Decauville, fitted with the new Michelin pneumatic tires. It showed superb performance, went on the market in 1896 with the engine enlarged to 1¼ CV 185 cc, with 1¾ CV in 1897. By the time production of the petite voiture tricar stopped in 1901, it had 2¾ CV, while racers had as much as 8 CV. In 1898, Louis Renault had a De Dion-Bouton modified with fixed drive shaft and ring and pinion gear, making "perhaps the first hot rod in history"; the same year, the tricar was joined by a four-wheeler and in 1900 by a vis a vis voiturette, the Model D, with its 3¾ CV 402 cc single-cylinder engine under the seat and drive to the rear wheels through a two-speed gearbox. This curious design had the passenger facing the driver.
The voiturette had one inestimable advantage: the expanding clutches of the gearbox were operated by a lever on the steering column. The Model D was developed through Models E, G, I, J, with 6 CV by 1902, when the 8 CV Model K rear-entry phaeton appeared, with front-end styling resembling the contemporary Renault; until World War I, De Dion-Boutons had an unusual decelerator pedal which reduced engine speed and applied a transmission brake. In 1902, the Model O introduced three speeds, standard for all De Dion-Boutons in 1904. A small number of electric cars were made in 1901. De Dion-Bouton supplied engines to vehicle manufacturers such as Société Parisienne who mounted a 2.5 hp unit directly on the front axle of their front wheel drive voiturette the'Viktoria Combination'. The De Dion-Bouton engine is considered to the first high-speed lightweight internal combustion engine, it was
John Kemp Starley
John Kemp Starley was an English inventor and industrialist, considered the inventor of the modern bicycle, originator of the name Rover. Starley was born on 14 December 1854 and lived on Church Hill, London, England, he was the son of a gardener, John Starley, Mary Ann. In 1872 he moved to Coventry to work with an inventor, he worked with William Hillman for several years building Ariel cycles. In 1877, he started a new business Starley & Sutton Co with William Sutton, a local cycling enthusiast, they set about developing bicycles that were safer and easier to use than the prevailing penny farthing or "ordinary" bicycles. They started by manufacturing tricycles, by 1883 their products were being branded as "Rover". In 1885, Starley made history; the Rover was a rear-wheel-drive, chain-driven cycle with two similar-sized wheels, making it more stable than the previous high wheeler designs. Cycling magazine said the Rover had "set the pattern to the world" and the phrase was used in their advertising for many years.
In 1889, the company became J. K. Co.. Ltd and in the late 1890s, it had become the Rover Cycle Company Ltd. Starley died on 29 October 1901, was succeeded as managing director of the firm by Harry Smyth. Soon after Starley's death the Rover company began building motorcycles and cars. Rover
Henry Archibald Hertzberg Lawson was an Australian writer and bush poet. Along with his contemporary Banjo Paterson, Lawson is among the best-known Australian poets and fiction writers of the colonial period and is called Australia's "greatest short story writer". A vocal nationalist and republican, Lawson contributed to The Bulletin, many of his works helped popularise the Australian vernacular in fiction, he wrote prolifically into the 1890s, after which his output declined, in part due to struggles with alcoholism and mental illness. At times destitute, he spent periods in psychiatric institutions. After he died in 1922 following a cerebral haemorrhage, Lawson became the first Australian writer to be granted a state funeral, he was the son of the poet and feminist Louisa Lawson. Henry Lawson was born 17 June 1867 in a town on the Grenfell goldfields of New South Wales, his father was a Norwegian-born miner. Niels Larsen went to sea at 21 and arrived in Melbourne in 1855 to join the gold rush, along with partner William Henry John Slee. Lawson's parents met at the goldfields of Pipeclay.
Niels and Louisa Albury married on 7 July 1866 when he was 32 and she 18. On Henry's birth, the family surname was Anglicised and Niels became Peter Lawson; the newly married couple were to have an unhappy marriage. Louisa, after family-raising, took a significant part in women's movements, edited a women's paper called The Dawn, she published her son's first volume, around 1904 brought out a volume of her own, Dert and Do, a simple story of 18,000 words. In 1905 she published her own verses, The Lonely Crossing and other Poems. Louisa had a strong influence on her son's literary work in its earliest days. Peter Lawson's grave is in the little private cemetery at Hartley Vale, New South Wales, a few minutes' walk behind what was Collitt's Inn. Lawson attended school at Eurunderee from 2 October 1876 but suffered an ear infection at around this time, it left him with partial deafness and by the age of fourteen he had lost his hearing entirely. However, his master John Tierney was kind and did all he could for Lawson, quite shy. Lawson attended a Catholic school at Mudgee, New South Wales around 8 km away.
Lawson was a keen reader of Dickens and Marryat and Australian novels such as Marcus Clarke's For the Term of His Natural Life and Rolf Boldrewood's Robbery Under Arms. Reading became a major source of his education because, due to his deafness, he had trouble learning in the classroom. In 1883, after working on building jobs with his father in the Blue Mountains, Lawson joined his mother in Sydney at her request. Louisa was living with Henry's sister and brother. At this time, Lawson was working during the day and studying at night for his matriculation in the hopes of receiving a university education. However, he failed his exams. At around 20 years of age Lawson went to the eye and ear hospital in Melbourne but nothing could be done for his deafness. In 1890 he began a relationship with Mary Gilmore, she writes of an unofficial engagement and Lawson's wish to marry her, but it was broken by his frequent absences from Sydney. The story of the relationship is told in Anne Brooksbank's play All My Love.
In 1896, Lawson married Jr. daughter of Bertha Bredt, the prominent socialist. The marriage ended unhappily. Bertha filed for divorce and in her affidavit she stated: A judicial separation was granted and was declared in June 1903, they had son Jim and daughter Bertha. Henry Lawson's first published poem was'A Song of the Republic' which appeared in The Bulletin, 1 October 1887; this was followed by'The Wreck of the Derry Castle' and then'Golden Gully.' Prefixed to the former poem was an editorial'note: Lawson was 20 years old, not 17. In 1890-1891 Lawson worked in Albany, he received an offer to write for the Brisbane Boomerang in 1891, but he lasted only around 7–8 months as the Boomerang was soon in trouble. While in Brisbane he contributed to William Lane's Worker, he returned to Sydney and continued to write for the Bulletin which, in 1892, paid for an inland trip where he experienced the harsh realities of drought-affected New South Wales. He worked as a roustabout in the woolshed at Toorale Station.
This resulted in his contributions to the Bulletin Debate and became a source for many of his stories in subsequent years. Elder writes of the trek Lawson took between Hungerford and Bourke as "the most important trek in Australian literary history" and says that "it confirmed all his prejudices about the Australian bush. Lawson had no romantic illusions about a'rural idyll'." As Elder continues, his grim view of the outback was far removed from "the romantic idyll of brave horsemen and beautiful scenery depicted in the poetry of Banjo Paterson". Lawson's most successful prose collection is While the Billy Boils, published in 1896. In it he "continued his assault on Paterson and the romantics, in the process reinvented Australian realism". Elder writes that "he used short, sharp sentences, with language as raw as Ernest Hemingway or Raymond Carver. With sparse adjectives and honed-to-the-bone description, Lawson created a style and defined Australians: dryly laconic, passionately egalitarian and humane."
Most of his work focuses on the Australian bush, such as the desola
The MIT Press is a university press affiliated with the Massachusetts Institute of Technology in Cambridge, Massachusetts. The MIT Press traces its origins back to 1926 when MIT published under its own name a lecture series entitled Problems of Atomic Dynamics given by the visiting German physicist and Nobel Prize winner, Max Born. Six years MIT's publishing operations were first formally instituted by the creation of an imprint called Technology Press in 1932; this imprint was founded by James R. Killian, Jr. at the time editor of MIT's alumni magazine and to become MIT president. Technology Press published eight titles independently in 1937 entered into an arrangement with John Wiley & Sons in which Wiley took over marketing and editorial responsibilities. In 1962 the association with Wiley came to an end; the press acquired its modern name after this separation, has since functioned as an independent publishing house. A European marketing office was opened in 1969, a Journals division was added in 1972.
In the late 1970s, responding to changing economic conditions, the publisher narrowed the focus of their catalog to a few key areas architecture, computer science and artificial intelligence and cognitive science. In January 2010 the MIT Press published its 9000th title, in 2012 the Press celebrated its 50th anniversary, including publishing a commemorative booklet on paper and online; the press co-founded the distributor TriLiteral LLC with Yale University Press and Harvard University Press. TriLiteral was acquired by LSC Communications in 2018. MIT Press publishes academic titles in the fields of Art and Architecture; the MIT Press is a distributor for such publishers as Zone Books and Semiotext. In 2000, the MIT Press created CogNet, an online resource for the study of the brain and the cognitive sciences; the MIT Press co-owns the distributor TriLiteral LLC with Harvard University Press and Yale University Press. In 1981 the MIT Press published its first book under the Bradford Books imprint, Brainstorms: Philosophical Essays on Mind and Psychology by Daniel C.
Dennett. In 2018, the Press and the MIT Media Lab launched the Knowledge Futures Group to develop and deploy open access publishing technology and platforms; the MIT Press operates the MIT Press Bookstore showcasing both its front and backlist titles, along with a large selection of complementary works from other academic and trade publishers. The retail storefront was located next to a subway entrance to Kendall/MIT station in the heart of Kendall Square, but has been temporarily moved to 301 Massachusetts Avenue in Cambridge, Massachusetts, a short distance north of the MIT Museum near Central Square. Once extensive construction around its former location is completed, the Bookstore is planned to be returned to a site adjacent to the subway entrance; the Bookstore offers customized selections from the MIT Press at many conferences and symposia in the Boston area, sponsors occasional lectures and book signings at MIT. The Bookstore is known for its periodic "Warehouse Sales" offering deep discounts on surplus and returned books and journals from its own catalog, as well as remaindered books from other publishers.
The Press uses a colophon or logo designed by its longtime design director, Muriel Cooper, in 1962. The design is based on a highly-abstracted version of the lower-case letters "mitp", with the ascender of the "t" at the fifth stripe and the descender of the "p" at the sixth stripe the only differentiation, it served as an important reference point for the 2015 redesign of the MIT Media Lab logo by Pentagram. The Arts and Humanities Economics International Affairs and Political Science Science and Technology The Image of the City by Kevin Lynch', 1960 Experiencing Architecture by Steen Eiler Rasmussen', 1962 Beyond The Melting Pot: The Negroes, Puerto Ricans, Jews and Irish of New York City by Nathan Glazer and Daniel P. Moynihan', 1963 The Character of Physical Law by Richard Feynman', 1967 Bauhaus: Weimar, Berlin, Chicago by Hans M. Wingler', 1969 The Subjection Of Women, by John Stuart Mill', 1970 Theory of Colours by Johann Wolfgang von Goethe', 1970 Learning From Las Vegas by Robert Venturi, Denise Scott Brown and Steven Izenour', 1972 The Theory of Industrial Organization by Jean Tirole', 1988 Made in America: Regaining the Productive Edge by Michael L. Dertouzos, Robert M. Solow and Richard K.
Lester', 1989 Introduction to Algorithms by Thomas H. Cormen, Charles E. Leiserson and Ronald L. Rivest', 1990 Understanding Media: The Extensions of Man by Marshall McLuhan', 1994 The Society of the Spectacle, by Guy Debord', 1994 Financial Modeling by Simon Benninga', 1997 Out of the Crisis, by W. Edwards Deming', 2000 The Elusive Quest for Growth: Economists' Adventures and Misadventures in the Tropics by William R. Easterly', 2001 The Language of New Media by Lev Manovich', 2001 The Laws of Simplicity by John Maeda', 2006 101 Things I Learned in Architecture School by Matthew Frederick', 2007 Deep Learning by Ian Goodfellow, Yoshua Bengio and Aaron Courville', 2016 Dimensionism: Modern Art in the Age of Einstein, 2018 Official Website MIT Press Journals Homepage The MIT PressLog