This issue of the Bulletin contains coverage from this year's Packard Meet in Askersund, Sweden. The picture above shows the meet's principal organizer, Raoul af Forselles, in front of Hotell Norra Vättern and the car is Sture Idner's recently imported 1948 2206 Custom Eight Sedan. There are also reports from a few local meets. The Club's new Inter-Nordic Relations Officer/President, a well-known club member, presents himself in "Packard Reflections" and our English member residing in Germany, Peter Burton, has written an article with unexpected ending.
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Packard reflections
By Dag Söderblom
The People Behind the Club
When Harald Jonsson in 1971 made an appeal to a number of known Packard personalities in the Nordic countries with the extreme idea of forming a Nordic Packard club, he received an evasive response from his Finnish contact.
Shortly thereafter I received an inspiring letter in which Harald expanded on his idea and that he had been recommended to contact me to compile a register of Finnish Packard owners and member in spe. He presented the roster of proposed club workers, namely Ove Haak, Ole Böök, Lars Kile jr and George Christiansen, suggesting that I would fit in well in the group. I told Harald that I had been involved with Packards for many long years and that I actually was thinking of selling my car. Harald told me that that was a preposterous idea and asked me to do a total about-face. And that's the way it is.
From the outset it was clear that in order to succeed it would be necessary to have the club publication not only in one of the Scandinavian languages, but that information would have to be provided in Finnish. And so it was that my fiancé at the time, Leena, translated the first 20 bulletins into Finnish. This was rather stressful since we mailed the Swedish originals only after the Finnish translation was done and copied. But it worked out and recruitment of Finnish members went rather well in spite of the language barrier.
My name has appeared in several contexts over the year, as meet organizer, as author of articles in the Bulletin, as photographer and as Finnish contact person. I have enjoyed doing these chores as they have come up, at the same time being part of NPOC's loose organization. The most rewarding aspect has been all the contacts and bonds of friendship that have been established over the years and the challenges the club work itself has offered.
In recent years the number of club workers has risen and it seems fair to speak of a functioning organization, in spite of Harald's basic notion of as little bureaucracy as possible, which still prevails. We are an independent Nordic Packard club with good contacts and a first rate reputation. And a circle of members which stretches well beyond the Nordic base area. The Club's reputation and dedicated club workers have inspired people outside of the Club, have gotten them to see the light and acquire respectable vehicles.
During the past winter I was asked if I would consider taking on the task of serving as Inter-Nordic Relations Officer/President of the Club. Already before Michael Bohnsen had in no uncertain terms made it known that he wished to be relieved of his duties after the 2007 annual meet. During the spring I let it be known that if it was absolutely impossible to find a candidate with a more youthful image and a less rigid mindset, then I would be willing to taken on the responsibility. It must be said that the tasks of the work group's are not becoming easier as time passes. The cars are getting older, as are we, material for the bulletin is not becoming easier to regenerate or indeed find, recruitment of members requires more and more work and the website is in need of rejuvenation. In spite of all this I was happy to accept the challenge and hope that all of you will want to help with views and contributions.
To assure that my views will not be interpreted thus that the World wouldn't function without our club, I wish to make one little addendum. We are fortunate in being involved with one of the auto world's most respected brand names, Packard, the existence of which made it all possible.
In closing, I wish to extend my heart-felt thanks to Michael Bohnsen on the Club's behalf for his knowledgeable and colourful leadership and wish him well in his capacity of member of the Danish work group.
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Spring Tour 2007
Text: Michael Bohnsen Photography: Anne-Mette Mikkelsen
The Spring Tour 2007 started in Hvidovre at the SUSET marina on May 2 2007. On this chilly summer day, with clouds and low temperature, 8 cars gathered, one Oldsmobile and a Buick, but the remainder well known Club-member cars.
Peter Burton and Wilfried Hüttman came from Germany, the Löwgrens from Sweden, the remainder being Danish. This year's tour was planned by Allan Møller and Jesper Winter and took us through Greater Copenhagen to Jyllinge at Roskilde fiord.
After a picnic there we drove over roads that nobody knew and ended up at our new member Kim Olsen's place where we saw his recently acquired 1956 Patrician, sadly without its transmission, which was out being overhauled.
Back to Hvidovre where we spent the evening with Jesper and Marianne. All very nice and very late.
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NPOC's new website, www.packard.dk
NPOC has a new website and Michael Nancke is its Webmaster. The new site replaced www.npoc.nu in July and efforts are under way to get as many pictures of member cars on the site. The new site promises to be quite active and will contain useful information that will make it possible for members to advertise parts wanted and for sale. Members are urged to submit pictures of their cars.
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Since last
Finland
Kimmo Niemi in Tuusula, who was member a long time ago, has rejoined after having bought Jussi Saranpää's three cars, a 115C Touring Sedan, a 120CD Touring Sedan and a 1953 2601 Clipper Sedan.
Norway
Bjarte Nordgård in Haugesund is a new member having purchased Davy Fosen's 5560 Clipper Custom Constellation.
Sweden
Lars Henriksson, who re-joined some time ago, now also has a Packard. He has back bought from Christian Gatt the 1955 Clipper Super Panama that he owned during the seventies.
Halogen bulbs for Packards
Member Bill Hirsch informs that 6 volt Halogen bulbs are now available and can be ordered from him. Bill also sells a remote control disconnect switch and, of course, numerous other parts including upholstery and hub caps. Contact him at info@hirschauto.com.
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Thorbjørg Cohn dead
Thorbjørg Cohn, Enebakk, Norway, has passed at the age of 87. She was an NPOC member since 1975 and a diligent participant at Packard meets with son Bjørn Tore and family. The family still owns a 1948 DeLuxe Eight bought in 1960.
Hiiskula picnic
Seven Packards participated in a picnic at Hiiskula Gård on July 21.
Appeal from our webmaster
Send in pictures of your cars! Check the directory to see that your current e-mail address is entered.
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2007 NPOC Meet in Askersund
Report by Sture Idner Photography: Hans Schmidtz
Introduction
For various reasons we have been unable to attend Packard meets for the past 12 years. It was therefore with great expectations that we registered to attend this year's meet in Askersund.
We started out in our "Bathtub" in the morning of June 29 in reasonable weather, meaning that it wasn't raining. We arrived in Askersund around noon-time but we were far from the first and the parking lot behind the hotel was already teaming with Packards.
Forsvik
First on the agenda was a bus tour to Forsvik south of Askersund. This mini-mill with a history from the Fifteenth Century proved to be an interesting micro-cosmos with a small-industry past that included production of everything from paper pulp to ship-building, from farm implements to kitchen utensils. A replica of side-steamer Eric Nordevall was under construction. Built to traffic Göta Kanal, the vessel was "violin built," meaning that it had a waistline in which the blade wheels were located.
ZIS lecture
Back to the hotel by bus. More Packard discussions and then dinner, whereupon interest was moved to Russia and ZIS. The meet had attracted a small group from Russia, led by Vladimir Kireev, who is an authority on things automotive in Russia and on ZIS in particular. His knowledge on the subject is vast and he showed pictures never before seen outside Russia. Vladimir definitely killed the myth that USA had sent tools for the 1942 senior cars to Russia. To make the ZIS 110, 1942 cars were purchased: four Packards of models 180, 160 and 120, a Cadillac and a Buick. These cars were disassembled and drawings were made of every part. Many parts are on the ZIS are totally compatible with Packard while other are similar, in some case the only difference being metric instead of inch threads. The body except for the nose is very similar to Cadillac's and Buick's. Other parts are of entirely Russian design. Vladimir also showed some pictures of Packards in Russia, where several cars have been restored or are under restoration.
Annual meeting
On Saturday it was time for the annual meeting. NPOC President Michael Bohnsen greeted everybody welcome and then our new webmaster, Michael Nancke, told us about the website. Pictures of member cars are wanted. The address of the new website is www.packard.dk. A Q&A function will be added if there is interest.
Lars Löwgren stated that the Club's finances are in good shape. After due review procedures, Curt Sjöberg, our auditor, suggested that discharge from liability be granted to the President and the work groups. The membership fee was left unchanged.
Bjørn Henrik Eng announced that the 2008 NPOC meet will be held in Hadeland, 70 kilometers north of Oslo, July 3 - 6.
Michael Bohnsen resigned as President and greeted the new President, Dag Söderblom, welcome. Dag thanked Michael for long and faithful service and pointed out that the Club's three cornerstones, the Bulletin, the Directory and the Annual Meet, now will have a fourth, namely the website. No change is planned for the Club's "undemocratic" form of governance; only some rejuvenation among leading positions.
After driving tours to nearby attractions and a few hours of elective activities, it was time for the banquet. Good food and beverages (possibly with the exception of a weird desert that tasted faintly of glycol). President Dag pointed out that good social contacts within the Club are even more important than the support the Club offers on technical issues. The evening ended with traditional tire-kicking and car talk.
Participation
A reported 127 persons and three dogs participated in this year's meet. And the following cars:
· From the twenties: 2 cars
· From the thirties: 10 cars
· From the forties: 9 cars
· From the fifties: 15 cars
A warm thank you to the hosts, especially the af Forselles family, for a well arranged and pleasant meet.
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The Journey to the Packard Meet
or
How to Create Chaos in the Stockholm Traffic
Text: Lars Henriksson
Hans Carlborg and I had decided to travel together to the Packard meet in his 1955 Clipper Custom even though I am again a Packard owner. From Christian Gatt I have recently repurchased the 1955 Clipper Super Panama that owned back in the seventies.
We started out at around nine o'clock from Johanneshov, just south of downtown Stockholm, and entered the South Tunnel. The tunnel was under renovation during summer and only one tube was open for traffic with one lane in each direction. About a hundred meters into the tunnel the car stopped, but the engine was still running. Quick analysis gave that it was probably a gear shift lever that had failed or something like that. Within a few minutes the tunnel was filled with cars behind us as far as the eye could see. We called the insurance company to get towed as we realized there was nothing we could do. The torsion level on the car didn't work and it was sitting very low so we couldn't get under it to inspect.
The tunnel has its own surveillance system and after 20 minutes the tunnel guards came with a patrol car in the opposite lane. They stopped next to us, so now traffic was at a standstill in both directions. A handful of cops came down via the evacuation exits, which were also used by car passengers who didn't want to wait any longer. After another 15 minutes or so the tunnel's own wrecker came backing down from the mouth of the tunnel - a distance of about two kilometers! We were pulled out.
Radio Stockholm announced that traffic was at a total stop in the South Tunnel due to the break-down of a car from the fifties.
After having secured the services of a flatbed we moved the car to my place on Färingsö, where we switched to my newly re-purchased black and red 1955 Packard and arrived in Askersund late Friday evening.
The fault did indeed prove to be that a link in the shifter system had broken loose, causing over 600 cars and perhaps a 1,000 persons to be delayed up to an hour. We can't even imagine what this petty fault cost those who were delayed.
The conclusion that can be drawn is that one should always have a back-up Packard, even if it doesn't have to be used that often. Ask the Man Who Owns One.
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Well, I never...
Peter Burton's steam car article is included in its entirety in the original language.
Having been asked by our esteemed editor to submit an article for our magazine with perhaps an unusual twist, like a detective story, at the end. I feel it somewhat a compliment since our editor clearly was not put-off by the last item I submitted reporting on our annual meeting in Denmark some years ago.
You see, ladies and gentlemen – gentlemen? – doubtful! but nevertheless I will continue – I have a little, "Bee in my Bonnet" that just will not stop buzzing; oh! so you´ve noticed, well, I thank you all for still letting me come to the annual meeting.
What I keep thinking about – I know thinking is painful but I will determinedly keep going – is that if the same amount of ingenuity, money, research and application had been applied to steam cars as with petrol cars we would not be bothered by the environmentalists complaining about CO2 emissions, noise pollution and use of resources. Combustion of the fuel is 98%-100% complete there is no exhaust problem. There would be no complaints about noise, steam is silent, it does not rely on a series of explosions expensively contained to operate; steam just quietly expands with irresistable pressure.
To drive a steam car is simplicity, there is but one control plus a pedal to put it into reverse on those occasions when one needs to go backwards and one can just as fast drive backwards as forwards. There is a handbrake, of course, for when you are standing still and some steam cars might offer a foot brake as a help to slickness of control. The main control is the steam throttle usually found as a leaver so you can steer and control the car with one hand. This throttle controls forward speed, acts as a hand brake on hills and with the reverse pedal acts as a breaking system forward and reverse movement. Just think of how long it took for petrol cars to achieve two pedal controls and at what cost of time and money and complex machinery, whew! This is getting serious. Looking at the kitchen kettle with steam occasionally lifting the lid as if to say a polite hello, it is often expressed that steam is dangerous and the whole thing would explode propelling driver and passenger into orbit. This simply does not happen with the steam car boiler as it generates steam in a different way than locomotives which really are just huge kettles. The steam car maintains only a small quantity of reserve steam above that required for propulsion and this steam is inside a small pipe which is inside a double skinned metal drum. If a pipe fractures the escaping steam simply cools down the fire inside the drum and any danger level is immediately lowered. Attempts to explode a boiler (see Stanley Brothers experiments) have always significantly failed.
Though I yield to no one in my admiration for that brilliantly ingenious but absurdly costly, complicated and inefficient piece of machinery, the internal combustion engine and its intricately engineered drive train and complex electrical system; I am stopped cold by the same question that won´t stop nagging me: why did the steam car fail?
Yes, I know, the fire went out!
At best the thermal efficiency of the internal combusting engine can reach is 35%, perhaps 40% if all conditions are perfect, whereas that of the steam engine tops 90% easily. Most of the energy from petrol is transferred into heath, quite useless; unless the snow is 1 meter thick and calls for an intricate and power consuming cooling system to get rid of it whilst at the same time adding considerably weight to the engine that absorbs more energy just to carry it along. More efficiency is lost overcoming the friction of so many moving parts in the engine and gear box, etc. Steam, however, maximises as much of the heath that is produced, 90% or more, to operate the engine with few moving parts to move the automobile through a simple direct drive to the rear axle. A distinct advantage of steam is the way power is delivered. Power is constant at all speeds of engine and car, it does not rely on the number of revolutions as the petrol engine does. You know, 120 Ps (hp) at 3,500 rpm., anything lower or higher means increasingly lower power delivered to the road wheels.
In practice this means you can stop a petrol engine if you ask it to do more than its power curve allows. Steam is irresistible, unstoppable, a steam engine can not be stalled, you can climb any hill as slowly you wish and you will not stop or stall the motor and there is no gear lever, gear box, clutch, accelerator to juggle with to keep the car going uphill, it is simplicity itself. Now I know why I like steam, it suits a simple mind.
Place a modern car against a wall, start it up, let in the clutch, what happens, it stalls with juddering stresses to all moving parts. Do the same with a steam car, it pushes the wall into your neighbours garden or some metal component will snap under the strain, but it will not stop. Wheelspin? you´ll need those revolutions with petrol but not with steam.
Just think – I know, painful, it´s time you took two aspirins any way if you´ve got this far – of being able to lose all those troubling engine stopping problem parts we have all experienced with our cars, both venerable and modern. Just imagine opening your bonnet with an empty box beside you and throwing away those carbon clogged spark plugs, all those cables that get wet or crack and fail, the condenser that lets you down – you know when, the cracked rotor arm – always difficult to locate that problem, the damp distributor cap – that you can spray as much as you like, complicated jet clogging carburettor – easy to lose some small parts in the grass on the road side, faulty coils – that can´t stand the high voltage strain, starters that get stuck in the flywheel – on the coldest of mornings, clutch that sticks – because of inactivity, gear box with it´s selector problem or teeth dropping out or a bearing opting for retirement. My word the engine bay is beginning to seem quite empty and oh! how easy to keep clean. That automatic gear box can go into the box with it´s labyrinth of intricate ports which can easily get into arguments with one-another, propeller shaft can come out – it doesn´t go round in the same way as the wheels anyway, and to get the whole way you might perform an engine operation and remove all that expensively and exactly machined maze of the valve train and valves – a steam valve is so simple, and then we can with an acetylene torch cut off six cylinders (or perhaps four) so that now we can sit inside the engine bay with the two cylinders that are left – it´s all we need, well that and a cup-of-tea or something stronger if you are so inclined.
You see, dear friends, a two cylinder, double acting steam engine provides the equivalent number of power impulses as an eight cylinder petrol motor. How many parts does your (and mine) Packard motor and drivetrain possess to the rear wheels? More than a handful of fingers!! A 1917 Stanley steam motor has just 13 moving parts from motor to the rear wheels. A Doble Detroit steam car of 1926 had reduced this down to a total of 22 moving parts in the whole car, no wonder that steam car manufacturers early in the 20th century gave unqualified guarantees for their cars for 100,000 miles (161,000 km). It has taken another eighty years or more for the petrol car to offer the same sort of guarantee or the same sort of reliability of trouble free operation.
Is it not surprising that petrol cars in 1906 of enormous cylinders and enormous thirst such as the 90 hp. Napier and the 110 hp. Fiat, which could only manage speeds of around 80 - 90 mph., eventually succeeded in ruling the road when a Stanley 20 hp. simple steam car could achieve speeds of over 120 mph. At the Ormond Beach speed trials in the USA in 1906 a stock 20 hp. Stanley officially recorded 127.66 mph., the first time man had travelled at over two miles in a minute (206.5 km/h). In 1907, again in Florida at Ormond Beach, Fred Marriott, a top employee of the Stanley Brothers in a streamlined 30 hp. car used a bigger steam generator (boiler). This attempt ended before the first run was completed, and consequently no official speed was recorded, but many of the onlookers had their stop-watches and the local press reported that the average combined estimate of three amateur timekeepers pointed to nearly 3 miles a minute – 178 mph. Fred Marriott had hit a series of small ridges, the car left the ground and landed some 30 meters on with the steam generator some distance further but still intact blowing off steam through the broken delivery pipe.
Fred Marriott was severely injured but eventually recovered to continue into his old age working with Stanley steam cars into the 1950´s. This unbelievable speed for 1907 has some confirmation from F.E. Stanley´s own stop-watch in which he timed the first quarter mile, at six seconds. At that rate of acceleration the mile would have been completed at something over 160 mph., but for those few ridges in the sand we will never know just how fast he was travelling. Just one thing is certain, he was going damned right faster than any petrol car could dream of.
Steam engines are often quoted in Nominal Horse Power, n.h.p., as unlike the definite parameters of a power curve and top revolutions of the internal combustion engine the same cannot be applied to steam. There are to many variables acting among themselves, varying steam pressure at any moment, amount of heath applied, valve position, rate of steam used against steam produced so it is necessary to multiply the n.h.p. by seven or eight times to arrive at an approximate petrol hp. (P.S.). A small steam engine clearly provides as much motive power as a much bigger internal combustion motor thus contributing greatly to its efficiency in converting energy used into movement.
Before the 1920´s the time to raise enough steam to move off was a negative factor and the self-starter became widely available it was possibly an important factor in the demise of steam automobiles. However, by the 1930´s Abner Doble had developed a steam generator in his cars that took 40-50 seconds to raise enough steam to drive off from turning the key, not much more than the waiting time for the diesel warm-up period from cold. One of Doble´s cars still running today with over 1,5 million miles to it´s credit. The engine has required no repairs just occasional servicing and the boiler – steam generator – has been re-tubed once. The cars of today have a long way to go to achieve such long term reliability and longevity.
No, I haven´t run-out-of steam yet, who said, "what a pity"!! okay, just a couple of points. Packard people appreciate smoothness and quietness and since steam does not rely on explosions it is totally free of all vibrations helped by running at very low revolutions, 300 to 700 revolutions to a mile. Steam is exceptionally smooth in acceleration and operation without any undue expensive engineering, construction and fantastic designing to achieve such a result. Just think of a Packard main crankshaft, its beautiful construction, delicate and precise engineering and careful balancing plus the exacting vibration damper and special engine supports all to arrive at something which just comes naturally to a simply constructed steam engine. Secondly stem does all work in silence, with no background noise and wax free ears you might just notice a whisper coming from the water and the fuel pumps and the quietest of hisses from the burner, however, the world is not soundproof recording studio and the absence of noise when you sit behind the steering wheel of a steamer is just uncanny, it is as though the road was moving under you, not the car.
What on earth has this to do with Packard? - yes folks - we´re back down on the ground again - I hear you ask. A Packard is a Packard and nothing but a Packard unless it is 1940 One Eighty 1807 Touring Sedan model owned by Mr. T. Clarence Marshall of Yorklyn, Delaware in good old USA. Mr. Marshall decided he could obtain the ultimate in smoothness, silence and powerful transport by combining his Packard with a twenty year old Stanley steam engine. From the outside the Packard is just a normal 40´s 180 sedan, but it is just that little bit more silent and smooth than it used to be (photo 1). From the inside (photo 2) the extra instruments needed to understand what is going on can be seen located under the dashboard.
Mr. Marshall has used an old Stanley steam engine from the 1919/1920 production run, rated at 20 n.h.p. It is a two cylinder, double acting motor of 4" × 5" cylinders, this results in four impulses per rotation just like the big eight cylinder Packard. The engine is mounted directly onto the heavy duty Packard back axle using a spur gear of 54 teeth to the differential (photo 3). The steam generator has 132, 1¼" tubes of 22" long giving 122 square feet of heating surface including superheater and economiser sections. Working steam pressure maximised at 700-750 psi (pounds per square inch) (photo 4). This combination could maintain a constant 75-80 mph. (122-129 kph). A larger heating surface in the steam generator and/or a higher working steam pressure would provide better performance. The former gear lever under the steering wheel (photo 2) became the steam throttle. Mr. Marshall kept the original and familiar braking system even though using steam and reverse pedal – this used to be the clutch – effective braking could be achieved. The system of pipes may seem complicated at first glance but familiarity soon makes it easy to follow and it is in fact simpler than the wiring diagram of a 1930´s Packard. Fault finding is surprisingly simple to locate and then to repair with a most ordinary of plumbers and household tools, BUT, you do have to wait until things cool down a bit. Our petrol automobiles come to a stop and often leave you head scratching, testing and searching for hours as to why and then we need a box full of specialised tools and expensive parts to get going again - well! okay! not always but you know what I mean. Photo 5 shows the 180 Packard, front view with both bonnets (hoods) up, very much a Packard and all changes are mostly invisible. It is only in the engine department and underneath the car that the conversion to steam becomes obvious. The radiator has become the condenser turning the almost depleted steam back to warm water which is returned to the water tank and the remaining heath is used to help to pre-warm the stored water ready to feed back into the steam generator. The water tank holds 24 gallons (imp) of water (about 110 litres) and is useful for 400-500 miles but however tight the circulatory system there are losses in operation and stopping at a petrol station to fill up with water can be fun. With our most modern sealants, materials and precise machining water loss today would be minimal and the use of distilled water would be possible, doing away with one of the few problems that very occasionally occurs with steam, solids carried with normal water being deposited in parts of the piping system causing a loss of efficiency. With a properly cared for and operated engine this is not usually a problem unless very dirty pond or river water is used.
Mr. Marshall designed his own burner for the steam generator though retaining the Stanley procedure of starting using petrol ignited by spark plug to initially heath the burner unit. Ones heated after a few minutes (the car is already of course running under steam) the burner is able to use any fuel from lamp oil and paraffin – low tax – to old engine oil, old frying oil from cafes and restaurants which cost only that needed to collect it. Bottled gas, bio-oil and bio-gas from waste products are all possible low cost fuels adding to the low running cost and efficiency of steam.
The Packard speedometer on this 180 would now no longer be accurate for the cars top speed. Petrol engines, as mentioned before, have definite design limits that cannot be exceeded, but steam is, shall we say flexible. A top speed for this 180 cannot be quoted, it remains an open question as the Stanley brothers amply illustrated by the warning they gave to customers collecting their new cars from the factory. (There were very few Stanley agents). "We advice you not to attempt to find out how fast your Stanley automobile will travel". You don´t see that in your Lamborghini or Aston Martin catalogue. I suppose today we could call the Stanley´s advice as their, "legal get out clause". During the Stanley steamer period their was an oft quoted rumour that F.O. and F.E. Stanley would give $1,000 US – a lot of money then – to any Stanley owner who would keep the throttle lever wide open for three minutes, if he dared to and was still alive. Fred Marriott, 25 years after the last Stanley came out of the factory door, when asked if this was true, just smiled and said that the Stanley brothers never gave a $1,000, to anyone.
Well, there we are folks, the car is in the garage the burner is switched off, the system is spurted clean with the remaining steam pressure and we are ready to say that I bet few, if any, of our readers even thought for one moment of such an unusual synthesise of that old fashioned thing called steam meeting the sophisticated Packard in a successful combination.
Peter Burton
Back cover
This is the beautiful view over Lake Vättern national poet Verner von Heidenstam enjoyed from his 13-room villa Övralid. Instead of Johan Berg's Packard from 1955 we could have seen hid Chrysler Imperial from 1931. That car can now be seen at the Motala Motor Museum.
