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Chrysler Imperial

The Chrysler Imperial, introduced in 1926, was Chrysler's top-of-the-line vehicle for much of its history. Models were produced with the Chrysler name until 1954, after which it became a standalone brand; and again from 1990 to 1993. The company positioned the cars as a prestige marque to rival Cadillac, Continental, Lincoln, Duesenberg, Pierce Arrow, Cord, and Packard. According to Antique Automobile, "The adjective 'imperial' according to Webster's Dictionary means sovereign, supreme, superior or of unusual size or excellence. The word imperial thus justly befits Chrysler's highest priced model."

For several decades and multiple generations, the Imperial was the exclusive Chrysler and the favorite choice of luxurious transportation for senior executive leadership, government officials, royalty and various celebrities in comparison to the more affordable Chrysler New Yorker. Over the years the appearance, technological advancements and luxurious accommodations updated with the latest trends and fashionable appearances. Limousines, town cars and convertibles were the usual appearances, while special coachwork choices were provided by the industry's best providers, to include Derham, Fleetwood, LeBaron, and others.

The Chrysler Imperial rose was cultivated in 1952 and used to promote the brand.

1926–1930
In 1926, Walter P. Chrysler decided to compete with North American marques Cadillac, Lincoln, Packard, Pierce Arrow, Studebaker, Cord, and Duesenberg in the luxury car field, while the newly formed company only had a large displacement straight-six to offer. The new model, called Imperial, had a new engine that was slightly larger than the company's standard straight 6 installed in the Chrysler Six. It was a 288.6 CID six-cylinder with seven bearing blocks and pressure lubrication of 92 bhp. Large displacement engines provided the horsepower and torque clients wanted and due to the low quality of gasoline fuel at the time, and low compression ratios, 50 bhp was more than adequate. It is estimated that the rating equivalent of early gasoline available varied from 40 to 60 octane and that the "High-Test", sometimes referred to as "fighting grade", probably averaged 50 to 65 octane. The front axle was solid and the suspension consisted of semi-elliptic leaf springs while the rear suspension was a differential axle, and also using semi-elliptic leaf springs. The use of the "imperial" name being exclusively used on Chrysler's flagship had been previously used by Buick, Cadillac and Packard for top level limousines. The hood ornament/radiator cap was a stylized Viking Winged helmet. The car set a transcontinental speed record in the year it was introduced, driving more than 6500 mi in the week. The car was chosen as the pace car for the 1926 Indianapolis 500. The model was designated E-80, the 80 being after the "guaranteed" 80 mph all-day cruising speed. Acceleration was also brisk, breaking 20 seconds to 60 mph. Four-speed manual transmission was added in 1930. The attention to luxury and multiple bodystyles was a similar approach to one Mr. Chrysler used as president of the Buick Motor Company, his employer from 1911 to 1919. Chrysler offered a variety of body styles: a two/four-passenger roadster (four passenger if car had the rumble seat ), a four-seat coupé, five-passenger sedan and phaeton, and a seven-passenger top-of-the-line limousine. The limo had a glass partition between the front and rear passenger compartments.

Imperials could be distinguished from Chrysler products by the use of a distinctive scalloped hood and radiator shell and a 120 in wheelbase, which shared an appearance with Packard and the Buick Master Six. The Berline Limousine was listed at US$3,595 ($0 in dollars ).

The 1927 Imperial Series 80 saw minor engineering improvements, while the high compression "Red Head" 288.6 CID straight-six was the only engine available on a choice of 120 in, 127 in or special order 133 in wheelbases. Five two-door coachwork choices included roadsters and convertible, while there were nine sedan, town car, phaeton and limousine choices. The top level Town Car was listed at US$5,495 ($0 in dollars ). Standard equipment on roadster and phaeton open-body coachwork selections included wind wings and leather exterior door trim panels, while many cars were painted in contrasting two-tone paint. The convertible was equipped with functioning landau irons. In 1927, an Imperial was driven at a high speed along the Lincoln Highway from San Francisco to New York to Los Angeles, covering a total distance of 6726 mi non-stop, with an average speed of 40 mi/h.

1928 offered a 136 in wheelbase with the designation Series 80L. Coachwork choices expanded with five provided by Briggs, and six choices from LeBaron, one Derham Convertible Sedan, one Phaeton from Locke, and four Dietrich convertible coupes and sedans, listing the Dietrich Convertible Sedan at US$6,795 ($0 in dollars ). Total Chrysler calendar year production was recorded at 160,670, their all-time high pre-war until decades later

Model years 1929 and 1930 Series 80L were essentially unchanged from the 1928 version as engineering efforts were focusing on the 1931 Series CG Straight Eight, while there were some engineering advancements, to include thermostatically controlled automatic adjusting exterior radiator shutters, vertical hood louvers and a four-speed manual transmission. Coachbuilder Locke provided four convertible choices in both coupe and sedan configurations, and hydraulic four wheel brakes were now standard on all Chrysler products. The top level 1930 Series 80L Limousine was listed at US$3,575 ($0 in dollars ).

1931–1933
The all-new 1931 "Chrysler Imperial 8" introduced the new in-line 8-cylinder engine which was shared with the Chrysler Eight Series CP in smaller displacements. The car received a new 384.4 CID Chrysler flathead Straight-8 with a Stromberg Model DD-3 carburetor. The Imperial introduced a vee-type radiator, a long straight hood that displayed "torpedo" styling, and wide flowing fenders with a split and slanted windshield and showed visual similarities to the Cord L-29. Various features considered luxurious in nature at the time included dual sun visors, adjustable front seats and steering column, rust-proof fenders, wire-spoked wheels, automatic heater control, safety glass and Lockheed supplied hydraulic brakes. To minimize engine vibration from being felt by passengers, an isolation feature called "Floating Power" was introduced.

The Imperial Series CG offered four sedan coachwork choices from Briggs, while LeBaron offered four convertible coupe and sedan choices. At least ten Individual Custom 2-door coupes were documented from individual coachwork providers Waterhouse, Drauz and LeBaron. These were custom built to specification, and were variously equipped with anything the customer desired—even a Dictaphone. Prices ranged from US$2,745 ($0 in dollars ) for the factory supplied four-door, five-passenger Sedan to US$3,575 ($0 in  dollars ) for the LeBaron Dual Cowl Phaeton. Stock car driver Harry Hartz set numerous speed records with a 1933 Imperial sedan at Daytona Beach, Florida. A roadster was entered in the 1931 24 Hours of Le Mans competition but did not finish due to radiator failure. It was introduced shortly after the Rolls-Royce Phantom II, Mercedes-Benz 770, Packard Eight, Duesenberg Model J, Renault Reinastella, Cadillac Series 355, and Lincoln K-series. Total documented CG production shows that 3,228 of all body style choices were manufactured, including chassis only supplied to individual coachwork providers. A stylized gazelle statuette was added to the Viking Winged helmet radiator cap and hood ornament for all Imperial vehicles starting in 1931.

Model year 1932 introduced the junior Series CH Imperial while the previous Series CG became the Series CL and took the name Imperial Custom to continue to provide individually requested, customized vehicles. The Series CH was related to the Chrysler Series CP in that the straight-eight engine, and most features were shared while the Imperial Series CH was offered with many standard features that were optional on the Series CP. The Series CH and CL featured all steel body work, a double drop "girder truss" chassis frame, split windshields, dual sun visors, and trumpet horns. The ignition was provided by Delco-Remy, the brakes were hydraulic and the transmission was a four-speed manual transmission with an optional automatic vacuum operated clutch. The body styles offered on the Series CH were a two-door, two-passenger roadster convertible with available rumble seat, a four-door sedan or a four-door convertible. The roadster listed price was US$1,925 ($0 in dollars ) while the four-door convertible was US$2,195 ($0 in  dollars ) which made the more esteemed "Imperial" brand almost identically priced to "Chrysler" branded products, while the engine displacement on the Series CH was larger. The 1932 Series CL remained the more prestigious Imperial and all coachwork was provided by LeBaron offering four convertible body styles along with a conventional seven-passenger sedan or eight-passenger limousine, while documented records show one two-passenger Roadster and one Landau Limousine were manufactured. Records show that 32 Series CL Sedan Limousine by LeBaron were sold for US$3,295 ($0 in dollars ).

The Series CQ Imperial was all-new for 1933 from the previous Series CH and the wheelbase lost 10 in and the 298.65 CID Chrysler I8 had reduced displacement. Three two-door, two-passenger coupes to include a Victoria and Roadster Convertible, and two four-door, five-passenger choices with one sedan convertible were offered by Briggs. Mechanical improvements offered were a silent, helical gear three-speed transmission, an improved oil filter and an automatic choke for the Stromberg IV Model EX-32 carburetor. Only three sedan coachwork choices were offered for the Series CL sedan with the 146 in wheelbase. Production records document 3,838 Series CQ and 151 Series CL were manufactured, including six Chassis and Cowl only requests.

1934–1936
The Chrysler Imperial introduced in 1934 offered the 'Airflow' design, reflecting an interest in streamlining. The car was marketed with the slogan "The car of tomorrow is here today." The 1934 Series CV featured eight-passenger seating and again an eight-cylinder engine while it was the Chrysler Airflow Series CV with Imperial luxury appearance and additional optional features as standard equipment, including vacuum assisted power brakes and a Stromberg two barrel carburetor Model EE-22. It was the first car to be designed in a wind tunnel. Initial tests indicated that the standard car of the 1920s worked best in the wind-tunnel when pointed backwards with the curved rear deck facing forward. It led to a rethinking of the fundamental design of Chrysler's cars with a primary focus on reducing wind noise inside the passenger compartment. Both engine and passenger compartment were moved forward, giving better balance and ride. An early form of unibody construction was employed, giving them a durability advantage in comparison to body on frame construction. It continued to offer a Chrysler engine vibration isolation feature called "Floating Power" and was one of the first automobiles to offer a one piece curved windshield. Chrysler offered both the conventional Airstream models along with the Airflow models under the "Chrysler" marque but only offered the "Imperial" marque with Airflow models.

The 1934 Imperial Airflow Series CV offered the 323.5 CID Chrysler flathead straight eight with an aluminum cylinder head and overdrive manual transmission, and body style choices were a two-door coupe, four-door sedan and four-door Town Sedan on a 128 in wheelbase, and were priced at US$1,625 ($0 in dollars ). The longer wheelbase Imperial Custom Airflow Series CX offered only sedan choices, to include Town Sedan and Limousine choices on a 137.5 in wheelbase for US$2,345 ($0 in dollars ). The top level Imperial Custom Airflow Series CW offered a four-door Sedan, Limousine or Town Limousine for US$5,000 ($0 in dollars ) using a 146.5 in wheelbase and the 384.8 CID Straight Eight. Documented production numbers for 1934 show 2,277 Series CV, 106 Series CX and 67 Series CW were produced. Its prestige was similar to the Cadillac Series 90 limousine, Rolls-Royce Phantom III, Packard Twelve, Mercedes-Benz 770, Renault Suprastella and the Lincoln Custom.

The public was put off by the unconventional styling and the "Airstream" appearance on Chryslers outsold the "Airflow" by 3 to 1. The 1935 Imperial Airflow Series C-2 and Series C-3 were carryover from resources not used for 1934 due to underwhelming sales after the appearance was panned in favor of competitors, while the conventionally styled Chrysler Airstream was better received that replaced the Chrysler Series CA and Series CB. Total production documented records show 2,598 Series C-2 coupes and sedans were manufactured, while just 125 Series C-3 rolled off the assembly line, accounting for both coupe and sedan production. The top level Series CW recorded only 32 limousines that could accommodate eight passengers, offering four different coachwork choices for a minimum listed price of US$5,000 ($0 in dollars ).

1936 was the last year for the "Airflow" appearance, while there were some enhancements and features added to entice buyers. A new grille, all-steel roof construction and a luggage compartment was added. The wheelbase was lengthened and the doors and side windows. The front windshield was either split or curved one piece on the Imperial Custom and continued to be extendable from the base outwards while a separate retractable cowl ventilator remained to provide fresh air inside the passenger compartment. Production numbers continued to fall to a total of 4,500 Series C-10 sedans and coupes and 75 Series C-11 sedans and limousines. A total of 10 Series CW were documented to be sold while the actual manufacture date were previous years that were registered, and dated as 1936 models. The pricing structure was simplified as US$1,475 ($0 in dollars ) for the Series C-10 for the coupe or sedan, and US$2,475 ($0 in  dollars ) for the Series C-11 sedan or limousine. While 1936 was the most profitable season for Chrysler since 1929, the Airflow program was cancelled, and the Imperial Custom Airflows are recognized as Classics by the Classic Car Club of America.

1937–1939
Chrysler reverted to body on frame construction and there were three models in this generation designated as Imperial. The polarizing appearance was modified with an return to "torpedo" styling, sharing the appearance of a long, straight hood and cowl and moving the headlights outwards into the front fenders with the more successful "Airstream" appearance. The Series C-14 offered the straight eight, shared with the Chrysler Royal C-16. The Series C-15 was the Imperial Custom and the Town Sedan Limousine, with blind rear quarter panels and was available on request. The top level Imperial Custom Series CW continued to be offered but was very exclusive, using a 146.5 in wheelbase while eliminating the "Airflow" nameplate. Innovations for 1937 included built-in defroster vents, safety-type interior hardware (such as flexible door handles and recessed controls on the dash ), seat-back padding, and fully insulated engine mounts. Brakes were 13-inch drums, then in 1939 they expanded to 14 inches, but shrunk to 12-inch drums in 1940. Front suspension was independent. Unusually for ventilation, it had a concealed crank to extend the base of the split windshield outward and the top edge of the engine hood was hinged at the cowl and opened from the grille and up. Access to the engine was accommodated with side hood panels that were released by catches on the inside. An Imperial Custom Series C-15 Convertible Sedan by Derham was used as the AAA Official Car at the 1937 Indy 500 and was painted silver and black to celebrate the racetracks 25th anniversary.

According to 1937 documented records, 11,976 Series C-14 Touring Sedans were produced at a listed price of US$1,100 ($0 in dollars ). While the Imperial Custom Series CW was offered in its final year for 1937, documentation does not record that one was built, while three 1937 Series CW were recorded to have been updated with 1936 appearance features and LeBaron bodywork. The first one was built for the Hershey family who had an antique car collection at the time now called the AACA Museum in Hershey, Pennsylvania. The second Series CW was built for The President of the Philippines Manuel L. Quezon, the first president of the Spanish Commonwealth of the Philippines and is maintained by the government. The third car was built for radio personality Major Edward Bowes which later joined a car collection of Frank Kleptz of Terre Haute, Indiana. A Life magazine article written in 1940 quoted the value of Major Bowes car at US$25,000 ($0 in dollars ). According to records, after the death of Mr. Bowes the car returned to Chrysler in 1941. It was allegedly repainted black from the original Brewster Green and put into wartime service in 1942, used by Admiral Chester Nimitz as a staff car.

For 1938, The Series C-19 was shared with the Imperial and all-new New York Special which became the New Yorker in 1939. While the New York Special was offered as a Business Coupe, of which no records show one was ordered and built, and a four-door Touring Sedan, the Imperial Series C-19 was offered in six body choices and the chassis was available separately for additional coachwork selections. Three convertible choices, to include a two-door roadster with rumble seat and a four-door convertible were listed between US$1,123 ($0 in dollars ) and US$1,595 ($0 in  dollars ). The Imperial Custom offered three factory coachwork choices and five custom choices provided by Derham to include two convertible and two Town Car Limousines. The Imperial Custom Series CW was no longer offered. According to documented records, 8,554 Series C-19 Touring Sedans were produced at a listed price of US$1,198 ($0 in dollars ).

For 1939, model names and series numbers were updated. The Series C-23 was shared with the Imperial, the New Yorker and the Saratoga. The straight eight was shared with all three and an aluminum cylinder head was optional on the high compression engine. Visual distinctions could be found in the interior fabrics, the number of chrome pieces in the grille and nameplate badges installed. A Victoria coachwork choice, provided by Hayes Body Company, was offered on the Imperial along with either a two-door Business Coupe or five-passenger Brougham Coupe and a four-door sedan. The top level Series C-24 offered three factory provided sedans, including a limousine, or three convertible body style choices from Derham. The car pictured is J.G. Martin's (retired airline mechanic) 1939 Series C-24 7-passenger Limousine Sedan, believed by him and his son Tim to be the only 1939 production 7-passenger limousine still on the road. The listed price was US$2,695 ($0 in dollars ). One of three Imperial Custom Convertible Town Car by Derham was specially built for the 1939 royal tour of Canada of British King George VI and Queen Elizabeth when their visit was in the United States. This car was then donated to the Detroit American Legion post.

Following an assassination attempt in 1937, an armoured Chrysler Imperial was purchased as the official car for António de Oliveira Salazar, the Prime Minister of Portugal.

1940–1948
In 1940 the Imperial Crown Series C-27 was the only vehicle to wear the "Imperial" nameplate and was offered in four body styles labeled as six-passenger Sedan, an eight-passenger Sedan, the eight-passenger Limousine, and the six-passenger Derham Parade Phaeton. The styling was shared with all Chrysler models for that year and offered front fender parking lights with conventional running boards, and distinguishing a Chrysler model was limited to a nameplate attached on the front fender just below the engine hood, interior upholstery and standard features installed that were optional on other models. The six-passenger sedan offered storage compartments in the front seatbacks and foot rests, while the eight-passenger sedan replaced the storage compartments with accommodation for storing the retractable jump seats and no foot rests. The limousine offered a retractable glass partition between the driver and passenger compartment, installing leather seating for the driver and wool upholstery for the passenger compartment, Lockheed hydraulic brakes, and two-speed electric windshield wipers were standard. The listed price for the limousine was US$2,695 ($0 in dollars ).

The 1941 Imperial Crown Series C-33 remained exclusive and special models were available. The Imperial Special Town Sedan used the shorter New Yorker chassis with an Imperial Crown nameplate with a listed price of US$1,675 ($0 in dollars ). Laidlaw interior fabrics, Goodyear Double Eagle Tires installed on "Safety Rim" pressed steel wheels, and hydroelectric power windows lifts were some of the items installed. The body work appearance was shared with Chrysler products for 1941 and 1942. The only Series C-33 Imperial Crown chassis, with Derham-supplied body work, was recorded to be used for an Imperial Custom landaulet limousine for Briggs Manufacturing Company President Walter O. Briggs.

The 1942 production year was brief and the New Yorker replaced most of the Imperial product line. The new designation Imperial Crown Series C-37 was the only product to wear the "Imperial" nameplate, while Derham continued to build custom limousines, town cars and four-door convertibles using the Series C-37 designation, listing the limousine at US$3,065 ($0 in dollars ). As with all U.S.-built automobiles, production was suspended February 1942 due to World War II production demands, and did not resume until the 1946 model year.

When Chrysler discontinued the Imperial model name, the "Imperial" name was introduced on top-level Cadillac Series 70 limousines, starting in 1941 until 1946 when the Imperial Crown limousine returned. The 1946 Imperial Crown continued the tradition of sharing a common appearance with all Chrysler branded vehicles and could be distinguished by the 145.5 in wheelbase, wool broadcloth upholstery for rear passengers with leather upholstery for the drivers divider window separated front compartment and other standard luxury features. The Series C-40 production records show that only 165 were built at a price of US$3,875 ($0 in dollars ) with its competitors listed as the Cadillac Series 75 Fleetwood and the Packard Custom Super Clipper. 1947 saw increased production at 740 despite an increase in price to US$4,305 ($0 in dollars ) with no appearance or feature changes and 1948 saw a drop in production to 495 and a price of US$4,767 ($0 in  dollars ).

1949–1954
The Imperial name returned for 1949 as a sedan while the Imperial Crown limousine continued as Chrysler was celebrating their 25th anniversary. The short-wheelbase Imperial was only available as a four-door six-passenger sedan. The 4-door 8-passenger Imperial Crown was available as a sedan, or as a limousine with a retractable division window. 1949 Imperials are very rare as production records show only 50 Imperial sedans and 85 Imperial Crown limousines were built. The retail price for the 1949 Imperial was US$4,664 ($0 in dollars ) and US$5,334 ($0 in  dollars ) for the Imperial Crown limousine.

The new custom-built Imperial sedan was based on the Chrysler New Yorker. It shared the same trim, but had a canvas-covered roof and leather and broadcloth Imperial upholstery. These features were installed by Derham, on the all new postwar Chrysler sheetmetal. Early 1949 Imperial Crowns were leftover 1948s. The really new models didn't arrive until March 1949. Their styling was sleeker than previous models, yet conservative. Fewer, but heavier bars were used in the cross-hatched grille. The upper and center horizontal pieces wrapped around the front fenders. Rocker panel moldings, rear fender stone guards, full length lower-window trim, and horizontal chrome strips on the rear fenders, and from the headlights to about halfway across the front doors, were used to decorate the side body.

The 1950 Crosley Hot Shot is often given credit for the first production disc brakes but the Chrysler Imperial Crown had them first as standard equipment at the beginning of the 1949 model year. The Crosley disc was a Goodyear development, a caliper type with ventilated rotor, originally designed for aircraft applications. Only the Hot Shot featured it. Lack of sufficient research caused enormous reliability problems, especially in regions requiring the use of salt on winter roads, such as sticking and corrosion. Drum brake conversion for Hot Shots was quite popular.

The Chrysler 4-wheel disc brake system was more complex and expensive than Crosley's, but far more efficient and reliable. It was built by Auto Specialties Manufacturing Company (Ausco) of St. Joseph, Michigan, under patents of inventor H.L. Lambert, and was first tested on a 1939 Plymouth. Unlike the caliper disc, the Ausco-Lambert utilized twin expanding discs that rubbed against the inner surface of a cast iron brake drum, which doubled as the brake housing. The discs spread apart to create friction against the inner drum surface through the action of standard wheel cylinders.

Chrysler discs were "self-energizing", in that some of the braking energy itself contributed to the braking effort. This was accomplished by small balls set into oval holes leading to the brake surface. When the disc made initial contact with the friction surface, the balls would be forced up the holes forcing the discs further apart and augmenting the braking energy. This made for lighter braking pressure than with calipers, avoided brake fade, promoted cooler running, and provided one-third more friction surface than standard Chrysler 12 in drums. But because of the expense, the brakes were only standard on the Chrysler Imperial Crown through 1954 and the Town and Country Newport in 1950. They were optional, however, on other Chryslers, priced around $400, at a time when an entire Crosley Hot Shot retailed for $935. Today's owners consider the Ausco-Lambert very reliable and powerful, but admit its grabbiness and sensitivity.

The 1950 Imperial was essentially a New Yorker with a custom interior. It had a Cadillac-style grille treatment that included circular signal lights enclosed in a wraparound ribbed chrome piece. Side trim was similar to last year's model, but the front fender strip ended at the front doors and the rear fender molding was at the tire top level and integrated into the stone guard. Unlike the standard Imperial, the Imperial Crown had a side treatment in which the rear fender moldings and stone guard were separate. Body sill moldings were used on all Imperials, but were of a less massive type on the more massive Crown models. A special version of the limousine was available. It featured a unique leather interior and a leather top that blacked out the rear quarter-windows. Power windows were standard on the Imperial Crown.

In an unusual move for the 1950s, the 1951 Imperial had noticeably less chrome than the lower-priced New Yorker that was its base. It also had three horizontal grille bars with the parking lights between the bars and a chrome vertical center piece. Aside from its front fender nameplate, side body trim was limited to the moldings below the windows, rocker panel moldings, bright metal stone shields and a heavy horizontal molding strip running across the fender strips. Three 2-door bodystyles were added to the Imperial model in 1951: a Club coupe, a hardtop, and a convertible. Only 650 convertibles were sold and it would be discontinued the following year, with a listed price of US$4,402 ($0 in dollars ). 1951 was also the year that Chrysler introduced its 331 cuin Hemihead V8. "Hydraguide" power steering, an industry first for use in production automobiles, became available on the Imperial for an additional $226 and it was standard on the Imperial Crown.

1952 Imperials were practically identical to the 1951 models, and the most effective way to tell the difference between them is through reference to serial numbers. The convertible bodystyle was dropped in 1952. Unlike the case with Chryslers, the Imperial's taillights were not changed. Power steering was standard. The "new" Imperial Crown was also unchanged for 1952. Only 338 of these cars were made in the 1951–1952 model run, and serial numbers indicate that 205 were registered as 1952 automobiles. A minor change was a one-inch (1 in) reduction in the front tread measurement.

In 1953 the Imperial model was renamed the Imperial Custom. Although the Imperial Custom resembled the New Yorker, it had a different wheelbase, taillights, and side trim. Clean front fenders and higher rear fender stone shield set it apart from the "ordinary" Chryslers. This was also the first year for the stylized eagle hood ornament. Power brakes, power windows, center folding armrests (front and rear) and a padded dash were standard. Parking lights on all Imperials were positioned between the top and center grille moldings, a variation from the design used on other Chrysler cars. A new model was the six-passenger Imperial Custom limousine which had as standard equipment electric windows, electric division window, floor level courtesy lamps, rear compartment heater, fold-up footrests, seatback mounted clock and special luxury cloth or leather interiors. On 10 March 1953, the exclusive Imperial Custom Newport hardtop was added to the Imperial line at $325 over the price of the eight-passenger sedan ($0 in dollars ). The 2-door Club coupe was discontinued. Imperial Custom sedans now rode on a wheelbase 2 in longer than the 2-door hardtops. The eagle ornament was about the only thing new on the 1953 Imperial Crown. The nameplate was changed slightly and the limousine featured moldings on top of the rear fenders. Imperial Crowns came with a 12-volt electrical system (Imperial Customs still had a 6-volt system) and Chrysler's first fully automatic transmission, called PowerFlite, became available late in the model year, being installed in a limited number of cars for testing and evaluation. Power steering was standard on Imperial Crowns. Also, 1953 was the first year that the Imperial had a one-piece windshield, instead of a two-piece one. A padded dash was standard.

The 1953 Chrysler Imperial was the first production car in twelve years to have automotive air conditioning, following tentative experiments by Packard in 1940 and Cadillac in 1941. Walter P. Chrysler had seen to the invention of Airtemp air conditioning back in the 1930s for the Chrysler Building, and had ostensibly offered it on cars in 1941–42, and again in 1951–52, but none are known to have been sold in the latter form until the 1953 model year. In installing optional Airtemp air conditioning units to its Imperials in 1953, Chrysler beat Cadillac, Buick and Oldsmobile which added air conditioning as an option in the 1953 model year.

Airtemp was more sophisticated and efficient than the complicated rival air conditioners of 1953. It recirculated, rather than merely cooled, the air inside the vehicle, and it was also the highest capacity unit available on an automobile. It was also simple to operate, with a single switch on the dashboard marked with low, medium, and high positions, which the driver selected as desired. The system was capable of cooling a Chrysler from 120 degrees to 85 degrees in about two minutes, and of eliminating humidity, dust, pollen and tobacco smoke at the same time. Since it relied on fresh air, and drew in sixty percent more of it than any contemporary system, Airtemp avoided the staleness associated with automotive air conditioning at the time. It was silent and unobtrusive. Instead of plastic tubes mounted on the package shelf as on GM and on other cars, small ducts directed cool air toward the ceiling of the car where it filtered down around the passengers instead of blowing directly on them, a feature that modern cars have lost.

In 1954 the Imperial Custom had a new grille consisting of a heavy wraparound horizontal center bar with five ridges on top and integrated circular signal lights. Its front fender nameplate was above a chrome strip, which ran the length of the front door to the front of the door opening. The rear fender stone guard was larger than in 1953, but the rocker panel molding and rear fender chrome strip style were still the same. The back-up lights were now located directly below the taillights, rather than dividing the lights as in the previous year's model. The Imperial Crown shared basic styling with the Imperial Custom. However it had center-opening rear doors and Cadillac-like rear fender taillights. Air conditioning was standard on the Imperial Crown.

1955–1975
Chrysler Corporation advised state licensing bureaus that beginning in 1955, the Imperial was to be registered as a separate make. It was an attempt to compete directly with GM's Cadillac and Ford's Lincoln luxury-focused marques. Frequently and erroneously referred to as the "Chrysler Imperial", this period of Imperial production was a separate marque, and had no "Chrysler" badging anywhere on its cars until 1971; starting with the 1974 models, the "Chrysler" badging was again removed from car bodies, with only the "Imperial" nameplate appearing.

In April 1955 Chrysler and Philco announced the development and production of the world's first all-transistor car radio. The radio, Mopar model 914HR, was a $150.00 "option", or equal to $ today on 1956 Imperial automobile models. Philco began manufacturing the all-transistor car radio for Chrysler in the fall of 1955 at its Sandusky, Ohio plant.

With the new "Imperial" make, Chrysler Corporation's intention was to create an individual line of luxury cars, above and distinct from Chrysler branded vehicles. This marketing strategy suffered because the cars were rarely (if ever) sold in stand-alone Imperial showrooms. Cadillac and Lincoln did a much better job of separating their luxury marques from the lower priced cars that they sold. Imperial was instead offered at the Chrysler dealer network alongside Chrysler's offerings, and the marque was almost universally known as "Chrysler Imperial" in the public's mind for this reason, despite the fact that all existing dealerships did indeed carry separate "Imperial" dealership signs distinct from Chrysler.

The Imperial automobiles continued to be retailed through Chrysler dealerships. A distinct marketing channel was not established; thus, the Imperial nameplate failed to separate itself from the other Chrysler models and become a stand-alone marque. Beginning in 1967, the Imperial Division, offering three ranges (Custom, Crown, and LeBaron), retreated from their separate body-on-frame construction and their unique body on a 129.5-inch wheelbase. From that time, Imperials used the Chrysler body. It was fitted with unique styling, and through 1973, very long hoods which accounted for the three-inch-longer (127 vs. 124") wheelbase as compared to Chrysler sedans. They continued to use their unique front suspension with torsion bars longer than all other Chrysler products and a rubber-isolated subframe crossmember containing the torsion bar anchors, as well as full instrumentation backed up by warning lights. In 1974 and 1975, separate brochures were published and separate Imperial signs still stood above the dealerships, and the Imperial continued to feature unique features (such as hidden headlights as featured since 1969, optional antilock brakes as offered since 1971, and standard four-wheel disc brakes in both 1974 and 1975), the wheelbase was reduced to the same 124" as other big Chryslers.

Although there were no Imperials produced between 1976 and 1978, the styling that was previously used for Imperial was rebranded as the Chrysler New Yorker Brougham during this time. The rear disc brakes and optional antilock feature disappeared, but the exceptionally nice interiors, including rear reading lights with precision-ground lenses which did not shine on the windshield, and four cigarette lighters, continued mostly unchanged.

1981–1983
The Imperial marque was again resurrected for the model years 1981 through 1983 with a malaise era two-door coupe based on the second-generation Chrysler Cordoba platform with the designation Series YS. All examples of the 1981–1983 Imperial used Chrysler's 318 cubic-inch V8 engine. All US built 1981 Imperials came standard with fuel injection, generating power of 104.5 kW and 0-60 mph in 13.4 seconds, with a top speed of 172 km/h. Canadian built 1981 Imperials came with a 2 bbl carburetor.

1990–1993
1990 saw a revival of the Imperial as a high-end sedan in Chrysler's lineup to replace the dated Fifth Avenue. Unlike the 1955–1983 Imperial, this car was a model of Chrysler, not its own marque. Based on the Y platform, it represented the top full-size model in Chrysler's lineup, above the New Yorker Fifth Avenue.

The reintroduction of the Imperial was two years after the Lincoln Continental was changed to a front-wheel-drive sedan with a V6 engine. Other domestic competitors in this segment included the Cadillac Sedan de Ville/Fleetwood, Oldsmobile 98 and Buick Electra/Park Avenue, all of which shared General Motors' then-flagship C platform.

Though closely related, efforts were made to distinguish the Imperial from the New Yorker Fifth Avenue: the Imperial's nose was more wedge-shaped, while the New Yorker Fifth Avenue's initially had a sharper, more angular profile (before gaining a more rounded front and rear); the Imperial's rear was more contoured, the New Yorker Fifth Avenue's more sharply angled; the Imperial got a full-width taillight treatment (similar to the contemporary Chrysler TC) and reminiscent of the early 1980s Imperial coupe), while the New Yorker Fifth Avenue's taillights were small and vertical; and the Imperial's seats were more streamlined than the signature button-tufted, pillowed-cushioned seating of the New Yorker Fifth Avenue.

Initially, the 1990 Imperial was powered by the 147 hp 3.3 L EGA V6 engine, which was rated at 185 lbft of torque. For 1991, the 3.3 L V6 was replaced by the larger 3.8 L EGH V6. Although horsepower only increased to 150 hp, with the new larger 3.8 L V6 torque increased to 215 lbft at 2750 rpm. A four-speed automatic transmission was standard with both engines.

This generation Imperial was a 6-passenger sedan offered either in "Kimberly Velvet" velour or optional "Mark Cross Leather". Power equipment came standard, as did automatic climate-controlled air conditioning, anti-lock brakes, cruise control, driver's side airbag, and its distinct landau vinyl roof. The Imperial featured hidden headlamps behind retractable covers similar to those found on the LeBaron coupe/convertible and New Yorker/Fifth Avenue. The Imperial was available with a choice of several Infinity sound systems, all with a cassette player. Other major options included a fully electronic digital instrument cluster with an information centre, an electronically controlled air suspension system, and remote keyless entry with a security alarm. Dealer-installed integrated Chrysler cellular phones and six-disc CD changers were also available.

All seventh-generation Imperials were covered by Chrysler's market-leading "Crystal Key Owner Care Program" which included a 5-year/50,000-mile limited warranty and a 7-year/70,000-mile powertrain warranty. A 24-hour toll-free customer service hotline was also provided.

As originally planned, this generation Chrysler Imperial was discontinued after the 1993 model year along with the Y-body and C-body New Yorkers. They were replaced by the new LH platform sedans. While the New Yorker name continued on for three more years, 1993 would be the last year for Imperial. The critically acclaimed cab-forward styled Chrysler LHS replaced the Imperial as Chrysler's flagship model for 1994.

Concept car
A Chrysler Imperial concept car was presented at the 2006 North American International Auto Show. This concept used the Chrysler LY platform, an extended LX. It featured a 123 in wheelbase. Riding on 22 in wheels, the car presented "a six-figure image but at a much lower price" according to Tom Tremont, Vice President of advanced vehicle design for Chrysler. The design incorporated a long hood and front end dominated by an upright radiator and a horizontal themed grille. Brushed and polished aluminum pods evoked the free-standing headlamps (a classical throwback favored by 1960s Chrysler chief designers Virgil Exner and Elwood Engel, used commonly in 1930s Chrysler vehicles). Circular LED taillights with floating outer rings harkened to the "gun sight" taillight look of early 1960s Imperials. The roof line was pulled rearward to enlarge the cabin and to create a longer profile.

On 17 July 2007, Chrysler officially announced it would drop the production plans for the Imperial. Citing increasing fuel costs and more stringent fuel economy standards expected from Capitol Hill, Chrysler said that the Imperial project was off, as a viable business case could no longer be made for the car. The Imperial had been rumored to be based on the future Mercedes R-Class or the next generation LX-platform (LY, or a combination of components) and it is suggested that all of the work done on the Imperial program will be rolled into the forthcoming LY-platform cars. These cars will include the next generation Chrysler 300/300C, the long-wheelbase 300/300C (perhaps renamed "New Yorker")

similar in size, but not necessarily in style, to the Imperial Concept car of 2006.

title: Chrysler Imperial


text:
Mariann Fischer Boel

Mariann Fischer Boel (born 15 April 1943) is a Danish politician, serving as European Commissioner for Agriculture and Rural Development from 2004 to 2009. A member of the party Venstre, she had previously been minister of agriculture and foods since 2002, in the government of Anders Fogh Rasmussen.

EU Commissioner for Agriculture (2004-2010)
In 2004 Fischer Boel became EU Commissioner for Agriculture. During her tenure, preparations were made to thoroughly reform the Common Market Organization for Sugar or EU sugar quotas system. This consisted of a restructuring of the sector, which would make it competitive enough to stand its ground on a liberalized market.

In 2008, she was given the European Taxpayers' Award from the Taxpayers' Association of Europe for her decision to abolish export refunds for exports of live cattle from the EU, and for her ongoing efforts to improve the transparency of agricultural payments.

In 2008, she was presented with the Danish European Movement's price for "European of the Year".

In 2008, she was awarded the Wine Personality of the Year 2008 award by the International Wine Challenge, which said, about her efforts to drag the European wine industry into the 21st century, that "family vineyards might have been pulled up and the family winemaking tradition lost had it not been for the intrepid heroine from the north".

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Mariann Fischer Boel


text:
RAF Fylingdales

Royal Air Force Fylingdales or more simply RAF Fylingdales is a Royal Air Force station on Snod Hill in the North York Moors, England. Its motto is Vigilamus ("We are watching"). It is a radar base and is also part of the Ballistic Missile Early Warning System (BMEWS). As part of intelligence-sharing arrangements between the United States and United Kingdom (see, for example, the UKUSA Agreement), data collected at RAF Fylingdales are shared between the two countries. Its primary purpose is to give the British and US governments warning of an impending ballistic missile attack (part of the so-called four minute warning during the Cold War). A secondary role is the detection and tracking of orbiting objects; Fylingdales is part of the United States Space Surveillance Network. As well as its early-warning and space-tracking roles, Fylingdales has a third function – the Satellite Warning Service for the UK. It keeps track of spy satellites used by other countries, so that secret activities in the UK can be carried out when they are not overhead. The armed services, defence manufacturers and research organisations, including universities, take advantage of this facility.

Cold War
The station was sited on a former wartime mortar range on Snod Hill, which had to be comprehensively cleared by RAF Bomb Disposal before building could begin. The station was built by the Radio Corporation of America (RCA) in 1962, and was maintained by RCA (Great Britain), now Serco Group plc. RAF Fylingdales consisted of three 40 m diameter 'golfballs' or geodesic domes (radomes) containing mechanically steered radar. Operation of the Fylingdales site transferred to RAF Fighter Command on 15 January 1964 although the site became operational on 17 September 1963. It became a local tourist attraction as a result.

Between 1989 and 13 November 1992, Raytheon, the US defence contractor, completed a contract that saw the domes replaced by the current tetrahedron ('pyramid') structure, originally housing the AN/FPS-126 AESA phased array radar system. The site is 250 m above sea level and the structure is nine floors high rising from its ground level to 120 ft high.

The radar system was upgraded in 2007 by Boeing to the Raytheon AN/FPS-132 Upgraded Early Warning Radar (UEWR).

National Missile Defence
In the late 1990s, the United States decided to pursue a National Missile Defense plan fully, and RAF Fylingdales attracted further publicity. To improve tracking capabilities (for launches from Africa and the Middle East) the United States wanted the use of Fylingdales as part of its NMD network. After receiving a formal request from the US, the British Government agreed to its use as an NMD tracking facility. The decision was criticised, because the proposed NMD system was solely for US benefit. According to the BBC, The Independent reported that the British Government secretly agreed to the US request to station NMD missile interceptors at Fylingdales Moor in late 2004. This has subsequently been denied by the Ministry of Defence. The £449 million upgrade for RAF Fylingdales to become an NMD tracking facility was undertaken by Boeing, with Raytheon as the major subcontractor.

BMEWS
While the radar station remains a British asset operated and commanded by the Royal Air Force, it also forms one of three stations in the United States BMEWS network (the United States also funds the cost of the radar units). The other two stations in the network are Thule Air Base, Greenland and Clear Space Force Station, Alaska. The data obtained by Fylingdales is shared fully and freely with the United States, where it feeds into the US-Canadian North American Aerospace Defense Command at Peterson Space Force Base in Colorado Springs.

The British Government advised in March 2018, that as of the beginning of that month, fewer than five United States military personnel and ten US contractors worked at the station.

Space Delta 4 of the United States Space Force, maintains a liaison officer at Fylingdales to act as link to US missile warning operations and advises the RAF station commander on operational issues. The secondary role of detection and tracking of orbiting objects, also called Space Situational Awareness (SSA), as part of the United States Space Surveillance Network is carried out in conjunction with RAF High Wycombe.

Systems
The primary radars of RAF Fylingdales are active electronically scanned array (AESA) phased array radars, mounted on each face of a truncated tetrahedron, typically referred to as the "pyramid" or the SSPAR (Solid State Phased Array Radar). This makes Fylingdales unique amongst its peers in that it covers a full 360 degrees. Each of the three arrays is 84 feet (26 m) across and contains around 2560 transmit/receive modules; mean power output is about 2.5 MW, with a tracking range of 3,000 nmi.

Protests by the Campaign for Nuclear Disarmament
The functions of RAF Fylingdales have been subject to criticism from opposition groups, such as the Campaign for Nuclear Disarmament (CND), leading to protests being held on occasion. These stem from concerns regarding the base's association with nuclear warfare and the militarisation of space. They argue against the UK assisting the US National Missile Defense (NMD) programme with RAF Fylingdales' ability to detect attacks, saying it is destabilising US and European relations with Russia, makes the UK the front line in any future conflict and it could be information from Fylingdales that initiates a nuclear response from the US and/or the UK to a perceived threat – real or false; intended or accidental.

Concerns over radiation levels
The radar beam has created serious concern of radiation risks due to leakage from the sides of the beam's "side lobes". Although the radiation levels are within UK limits (NRPB), it would be harder for the base to keep within the tighter European Union limits (INIRPB), which the UK may soon adopt, though Britain's exit from the EU makes this less likely.

2019 bomb hoax
On 26 August 2019, Laura Woodwardsmith telephoned North Yorkshire Police and made a bomb threat in relation to RAF Fylingdales. Although, the Ministry of Defence Police locked down the base as a precaution, it was later revealed that Woodwardsmith was both drunk and having a mental breakdown when making the threat.

Guarding and security
The Northern Echo states that Fylingdales is guarded by 80 military policemen, however RAF Fylingdales is guarded by the Ministry of Defence Guard Service (approx 19 officers) and Ministry of Defence Police (approx 60–100 officers ) neither of which operate under a military capacity. The station has a checkpoint by the A169 roadside and further checkpoints at each of its fences. The outer fence is an 8000 volt electrified fence and all entrance gates can be locked and razor wire placed in the opening on metal truss frames.

Cultural references

 * The monitoring function is referred to in the Jethro Tull song "Fylingdale Flyer" which appears on the album A and in the Slipstream video.
 * In the Doctor Who story Remembrance of the Daleks, the Doctor asks Group Captain Gilmore to contact multiple space-capable radar installations, including Jodrell Bank and "the Fylingdale installations".
 * In the 1983 film The Day After, the Fylingdales facility is referred to 'as some place in England' with response to the early detection of a nuclear strike by two radar facilities (the other being Beale Air Force Base, California).
 * RAF Fylingdales can be seen in earlier episodes of the 1960s set ITV Drama Heartbeat, filmed in the village of Goathland just a few miles away.
 * Turning Fylingdales Inside Out is a Newcastle University project to make RAF Fylingdale's history visible to the public for the first time

title: RAF Fylingdales


text:
Kodak Park Railroad

Owned by Eastman Kodak Company, the Kodak Park Railroad is a private railroad that services Kodak Park in Rochester, New York. It is now called Rochester Switching Services, Inc.

title: Kodak Park Railroad


text:
Pratinas

Pratinas (Πρατίνας) was one of the early tragic poets who flourished at Athens at the beginning of the fifth century BCE, and whose combined efforts were thought by critics to have brought the art to its perfection.

Life
He was a native of Phlius in Peloponnese, and was therefore by birth a Dorian. His father's name was Pyrrhonides or Encomius. It is not known at what time he went to Athens, but we find him exhibiting there, in competition with Choerilus and Aeschylus, around the 70th Olympiad, that is, 500–499 BCE, the year of Aeschylus's debut.

Works
The main innovation that ancient critics ascribed to Pratinas was the separation of the satyric from the tragic drama. Pratinas is frequently credited as having introduced satyr plays as a species of entertainment distinct from tragedy, in which the rustic merry-makings and the extravagant dances of the satyrs were retained. The change preserved a highly characteristic feature of the older form of tragedy, the entire rejection of which would have met with serious obstacles, not only from the popular taste, but from religious associations, and yet preserved it in such a manner as, while developing its own capabilities, to set free the tragic drama from certain of its genre constraints.

A band of Satyrs, as the companions of Dionysus, formed the original chorus of tragedy; and their jests and frolics were interspersed with the more serious action of the drama, without causing any more sense of incongruity than is felt in the reading of those humorous passages of Homer, from which Aristotle traces the origin of the satyric drama and of comedy. As however tragedy came to be separated more and more from any reference to Dionysus, and the whole of the heroic mythology was included in its range of subjects, the chorus of Satyrs came to be seen as impracticable and absurd, and at the same time the humorous element, which formed an essential part of the character of the chorus of Satyrs, became more and more incongruous with the earnest spirit of the higher tragic dramas.

It is easy to enter into the fun of the Prometheus the Fire-kindler, where an old Satyr singes his beard in attempting to embrace the beautiful fire; but it is hard to fancy what the poet could have done with a chorus of Satyrs, in place of the ocean nymphs, in the Prometheus Bound. The innovation of Pratinas at once relieved tragedy of this problem, and gave the Satyrs a free stage for themselves; where, by treating the same class of subjects on which the tragedies were founded, in a totally different spirit, the poet not only preserved a popular feature of his art (the old chorus), but also presented stories that audiences found, for lack of a better word, fun.

It has been suggested by some writers that Pratinas cultivated the satyric drama out of fear of being eclipsed by Aeschylus in tragedy. Others disagree and observe that the early life of Pratinas would very probably imbue him with a taste for that kind of the drama; for his native city, Phlius, was the neighbor of Sicyon, the home of those "tragic choruses", on the strength of which the Dorians claimed to be the inventors of tragedy. It was adjacent also to Corinth, where the cyclic choruses of Satyrs, which were ascribed to Arion, had been long established.

Reputation
This innovation of Pratinas was adopted by his contemporaries; but Pratinas is distinguished by the large proportion of his satyric dramas. He composed, according to the Suda, fifty plays, of which thirty-two were Satyr plays. Böckh, however, from an alternate reading of the Suda, assigns to Pratinas only twelve satyric dramas, thus leaving a sufficient number of tragedies to make three for every satyric drama, that is, twelve tetralogies and two single plays. In merit, the satyric dramas of Pratinas were considered the best ever written by his contemporaries, except only those of Aeschylus.

Pratinas ranked high among the lyric, as well as the dramatic poets of his age. He also wrote dithyrambs and the choral odes called hyporchemata, and a considerable fragment of one of these is preserved in Athenaeus. Hyporcheme was closely related to the satyric drama by the humorous character which it often assumed, and dithyrambs by its ancient choruses of Satyrs. Pratinas may perhaps be considered to have shared with his contemporary Lasus of Hermione the honor of founding the Athenian school of dithyrambic poetry. Some interesting fragments of his hyporchemes are preserved, especially a considerable passage in Athenaeus which gives an important indication of the contest for supremacy which was then going on both between poetry and music, and between the different kinds of music. The poet complains that the voices of the singers were overpowered by the noise of the flutes, and expresses his desire to replace the prevailing Phrygian scales then commonly used with the Dorian. It is impossible to say how much of his lyric poetry was separate from his dramas; in which, both from the age at which he lived, and from express testimony, we know that great importance was assigned not only to the songs, but also to the dances of the chorus. Athenaeus mentions him as one of the poets who were called "orchestikoi" (ὀρχηστικοί), from the large part which the choral dances bore in their dramas.

Family
His son Aristias was also highly distinguished for his satyric plays, and a monument was erected by the inhabitants of Phlius in honor of him.

title: Pratinas


text:
Talk:Carl Wilhelm Siemens

Source
This text originally came from the book Heroes of the Telegraph by John Munro, available at Project Gutenberg:. Lupo 14:14, 12 Aug 2004 (UTC)

Is Wilhelm allowed the 'von'?
Karl Wilhelm, the brother of Ernst Werner von Siemens, died before Werner became a 'von' in 1888. There is also another Wilhelm (Georg Wilhelm) who was the son of Werner: he can use 'von' legitimately. I'm going to be bold and move the article to Karl Wilhelm Siemens. The original Wilhelm von Siemens becomes a disambig. Sadly, the Siemens company website doesn't back me on this, but I'm sending them an email. Noisy | Talk 11:51, July 15, 2005 (UTC)

 * Email responses from the Siemens archive that justify move and changes will follow in a couple of days. Noisy | Talk 17:36, July 19, 2005 (UTC)

Well, it's a bit late, but here is the information that I received from the Siemens Corporate Archives:

 * "You are right, Werner von Siemens' younger brother was born Carl Wilhelm Siemens (Carl spelled with a "C") in 1823. To distinguish the two Wilhelms we use the name "Sir William Siemens" for the brother. Sir William was elevated to the knighthood by Queen Victoria in 1883. So if you are referring to him we would appreciate if you exclusively use Sir William (also before the year 1883).

 * "The name "Wilhelm von Siemens" refers to Werner's son only because after 1888 the "von" became part of the family name in Werner's line of the family tree. Indeed, Wilhelm von Siemens' full name was Georg Wilhelm von Siemens, but he was not known under this name.

 * "Also, we use Werner von Siemens and Wilhelm von Siemens before the year 1888."

 * "If you want to use Sir William's second name please use 'Carl Wilhelm' instead of 'Karl'. He was given the name Carl Wilhelm but in former days both spellings were mixed so this is why you find different spellings in different texts.

The other brother, Carl von Siemens, had the full name Carl Heinrich von Siemens. Here, you should also use the spelling Carl with a 'C' although you might find 'Karl' as well. He was enobled by Tsar Nikolaus of Russia that is why he also uses the 'von' in his name."

Beeter late than never, I say. :-) Noisy | Talk 13:25, 2 December 2006 (UTC)

Karl Wilheim Siemens
Karl Wilhelm Siemens was a German engineer. Of his siblings, Ernst Werner Siemens, the fourth child, became a famous electrician and allowed William to be associated in many of his inventions. Siemens had been trained as a mechanical engineer, and his most important work at this stage the regenerative furnace and also the greatest achievement of his life, was non-electrical. The use of superheated steam came with many difficulties,even then the invention was not entirely successful.Nevertheless, the Society of Arts, in 1850, acknowledged the value of his workngs, by awarding Siemens a gold medal for his regenerative condenser.

In 1859 Karl Siemens devoted alot of his time to electrical invention and research; and the number of telegraph equipment of all sorts – telegraph cables, land lines, and their accessories – which have originated from the Siemens Telegraph Works is a great deal. The Siemens regenerative furnace which was first used in about October 1865, before this wood was used in fireplaces and lighted with matches.this invention was a major developent.

 * Unsigned from

 * The family must be shortened. This is an uncredible beginning! Gerhard51 21:18, 16 May 2007 (UTC)

Prominence
I have altered the lead to give prominence to his English name, since he spent the most important part of his career as a British citizen and in GB. The final paragraph of his career is utterly inadequate in that it conflates the regererative furnace and his open-hearth steelmaking process. This needs to be expanded. I would also like comments on whther the article should be at "Carl Wilhelm Siemen" or at Charles William Siemens, which is currently a redirect. Peterkingiron (talk) 10:03, 10 August 2012 (UTC)

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title: Talk:Carl Wilhelm Siemens


text:
List of Quakers

This is a list of notable people associated with the Religious Society of Friends, also known as Quakers, who have a Wikipedia article. The first part consists of individuals known to be or to have been Quakers continually from some point in their lives. The second part consists of individuals whose parents were Quakers or who were Quakers themselves at one time in their lives, but then converted to another religion, or who formally or informally distanced themselves from the Society of Friends, or who were disowned by their Friends Meeting.

A
• Elisabeth Abegg (1882–1974), German educator who rescued Jews during the Holocaust

• Damon Albarn (b. 1968), English musician, singer-songwriter and record producer

• Harry Albright (living), Swiss-born Canadian former editor of The Friend, Communications Consultant for FWCC

• Thomas Aldham (c. 1616–1660), English Quaker instrumental in setting up the first meeting in the Doncaster area

• Horace Alexander (1889–1989), English writer on India and friend of Gandhi

• Darina Allen (b. 1948), cooking writer, educator and television chef

• Diane Allen (b. 1948), American politician and journalist

• Myrtle Allen (1924–2018), cook, "Matriarch of Irish cuisine"

• William Allen (1770–1843), English scientist, philanthropist, and abolitionist

• Edgar Anderson (1897–1969), American botanist

• Charlotte Anley (1796–1893), English novelist and writer

• Elizabeth Ashbridge (1713–1755), English Quaker preacher and memoirist

• Alison Ashby (1901–1987), Australian botanical artist and plant collector.

• Edwin Ashby (1861–1941), Australian property developer, malacologist, and ornithologist

• Ann Austin (17th century), early English Quaker missionary

• Iwao Ayusawa (鮎沢巌, 1894–1972), Japanese diplomat

B
• Edmund Backhouse (1824–1906), English banker and MP of Parliament for Darlington

• James Backhouse (1794–1869), UK-born Australian botanist and missionary

• Edmund Bacon (1910–2005), American architect

• Ernest Bader (1890–1982), Swiss-born English businessman and philanthropist

• Joan Baez (b. 1941), American folk singer and peace campaigner

• Eric Baker (1920–1976), English co-founder of Amnesty International and the Campaign for Nuclear Disarmament

• Emily Greene Balch (1867–1961), American Nobel Peace Prize winner

• Caroline Balderston Parry (1945 – Feb 11, 2022), Canadian writer, musician, performer, celebrator, and consultant

• Chris Barber (1921–2012), English businessman and chairman of Oxfam

• Robert Barclay (1648–1690), Scottish theologian

• John Henry Barlow (1855–1924), English Quaker statesman

• Geoffrey Barraclough (1908–1984), English historian

• Florence Mary Barrow (1876–1964), aid worker and housing reform activist

• Bernard Barton (1784–1849), English poet

• John Barton (1755–1789), English abolitionist

• John Bartram (1699–1777), American botanist

• William Bates (d. 1700), a founder of Newton Colony, the third English colony in West Jersey

• Elizabeth Bathurst (1655–1685), English theologian and preacher

• Helen Bayes (b. 1944), UK-born Australian child rights activist

• Joel Bean (1825–1914), American Quaker minister

• Anthony Benezet (1713–1784), American educator, abolitionist

• Caleb P. Bennett (1758–1836), American soldier and politician

• Douglas C. Bennett (b. 1946), American academic, president of Earlham College

• Lewis Benson (1906–1986), American printer, expert in Early Quakerism, especially George Fox

• Anna McClean Bidder (1903–2001), English marine zoologist and founder of Lucy Cavendish College, Cambridge

• Hester Biddle (c. 1629–1697), English pamphleteer and preacher

• Albert Bigelow (1906–1993), American nuclear weapons protester

• J. Brent Bill (b. 1951), American recorded minister and writer on religion

• Linda Bilmes (b. 1960), co-author of The Three Trillion Dollar War, professor at Harvard Kennedy School; co-chair Economists for Peace and Security.

• George Birkbeck (1776–1841), one of the English founders of London Mechanics Institute, now Birkbeck, University of London

• Sarah Blackborow (fl. 1650s – 1660s), English tractarian prominent in discussion of the role of women in the Society and of social issues

• Barbara Blaugdone (c. 1609–1705), English autobiographer and minister

• Sir Richard Body (1927–2018), Conservative MP from 1955 to 1959 and from 1966 to 2001, prominent Eurosceptic, and writer on agricultural matters

• Taylor A. Borradaile (1885–1977), chemist and one of the four founders and first President of the Phi Kappa Tau fraternity; two of the founding principles of Phi Kappa Tau are also two of the Quaker testimonies: Integrity and Equality

• Elise Boulding (1920–2010), Norwegian-born American educator, sociologist, prominent in the 20th-century peace research movement

• Kenneth E. Boulding (1910–1993), English economist, educator, poet, and interdisciplinary philosopher

• Bathsheba Bowers (1671–1718), American religious author and preacher

• Samuel Bownas (1676–1753), English travelling minister and writer

• John Bowne (1627–1695), English-born promoter of religious freedom in colonial America

• Sandra Boynton (b. 1953), American writer, cartoonist and composer

• Bertha Bracey (1893–1989), English teacher and aid worker

• George Bradshaw (1801–1853), English cartographer, printer, publisher and originator of the railway guide

• John Bright (1811–1889), English politician

• Charlie Brooker (b. 1971), English satirist and broadcaster

• Edmund Wright Brooks (1834–1928), English philanthropist and cement maker

• Elizabeth Brown (1830–1899), English astronomer and meteorologist

• Moses Brown (1738–1836), American industrialist and philanthropist

• Jocelyn Bell Burnell (b. 1943), Northern Irish astrophysicist

• Edward Burrough (1634–1663), English member of the Valiant Sixty

• Smedley D. Butler (1881–1940), Major General in the United States Marine Corps and author of War is a Racket

• Thomas S. Butler (1855–1928), American congressman

• Charles Roden Buxton (1875–1942), British Member of Parliament

C
• George Cadbury (1839–1922), English chocolatier

• Henry Cadbury (1883–1974), American writer and chairman of the American Friends Service Committee

• John Cadbury (1801–1889), English chocolatier

• Richard Tapper Cadbury (1768–1860), English draper, abolitionist, philanthropist

• Ruth Cadbury (b. 1959), British Member of Parliament

• David Cadman (b. 1941), English economist and writer

• Mary Greig Campbell (1907–1989), New Zealand librarian and China relief worker

• Arthur Capper (1865–1951), governor and American senator from Kansas

• Mary Birkett Card, (1774–1817), abolitionist and feminist poet

• Thomas Carpenter (1752–1847), fighting Quaker who served in the Revolutionary War and afterward as a glassmaker

• Pierre Cérésole (1879–1945), Swiss founder of Service Civil International

• Whittaker Chambers (1901–1961), American ex-communist, ex-Soviet spy who converted to Quakerism

• Sarah Cheevers (1608–1664), evangelist

• Henry Christy (1810–1865), English banker, philanthropist and anthropologist

• Cyrus Clark (fl. 1825–1863), English co-founder of C&J Clark, shoe manufacturers in Street, Somerset

• William Coddington (1601–1678), first governor of Rhode Island

• Levi Coffin (1798–1877), American abolitionist

• Elizabeth Coggeshall (1770–1851), American minister who visited meetings throughout the United States, the British Isles, and European continent.

• John S. Collins (1837–1928), American land developer

• Peter Collinson FRS (1694–1768), English botanist

• John Conard (1773–1857), American politician nicknamed the "Fighting Quaker", buried in an Episcopal Church graveyard

• Anne Finch Conway (1631–1679), English philosopher

• William Cooper (1754–1809), founder of Cooperstown, New York and father of author James Fenimore Cooper

• James A. Corbett (1933–2001), American human-rights campaigner

• Pit Corder (1918–1990), English applied linguist

• Isaac Crewdson (1780–1844), English Quaker minister and founder of the Evangelical Friends or Beaconites

• Stephen Crisp (1628–1692), English writer and recorded Quaker minister, also in the Low Countries

• Joseph Crosfield (1792–1844), English industrialist

• James Cudworth (1817–1899), steam locomotive designer

• Adam Curle (1916–2006), first professor of peace studies at the University of Bradford

D
• John Dalton (1766–1844), English chemist

• Abraham Darby I (1678–1717), English ironmaster

• Abraham Darby II (1711–1763), English ironmaster

• Abraham Darby III (1750–1791), English ironmaster

• James Dean (1931–1955), American actor

• Judi Dench (b. 1934), English actress

• Philip Dennis, agriculture missionary to the Miami Nation

• Caleb Deschanel (b. 1944), American cinematographer

• William Dewsbury (1671–1688), English Quaker minister

• Jonathan Dickinson (1663–1722), Jamaican-born colonial American merchant and politician

• Richard Dillingham (1823–1850), American abolitionist

• Ambrose Dixon (1619–1687), colonial American

• Dorcas Dole (fl. later 17th century), English pamphleteer and sectary

• Stephen Donaldson (1946–1996), English prison and LGBT activist

• Edward Doubleday (1811–1849), English entomologist and ornithologist

• Henry Doubleday (1808–1875), English entomologist and ornithologist

• Henry Doubleday (1810–1902), English scientist and horticulturalist

• Sue Doughty (b. 1948), English politician

• Paul Douglas (1892–1976), economist and US senator

• Margaret Drabble (b. 1939), English novelist

• Muriel Duckworth (1908–2009), Canadian peace campaigner

• Cuthbert Dukes (1890–1977), English physician and pathologist

• Robert Dunkin (1761–1831), English businessman and patron of science

• Mary Dyer (c. 1611–1660), colonial American religious martyr

E
• Solomon Eccles (1618–1683), initially an English composer, later a Quaker preacher

• Arthur Stanley Eddington (1882–1944), UK astrophysicist

• Paul Eddington (1927–1995), English actor

• George Edmondson (1798–1863), English educator

• Fritz Eichenberg (1901–1990), German illustrator

• George Ellis (b. 1939), American Templeton Prize winning cosmologist

• Rowland Ellis (1650–1731), Welsh Quaker leader

• Thomas Ellwood (1639–1713), English religious writer

• Joshua Evans (1731–1798), minister, journalist, and abolitionist from Haddonfield, New Jersey

• Katherine Evans (1618–1692), English evangelist

F
• Chuck Fager (b. 1942), American civil rights campaigner

• Marjorie Farquharson (1953–2016), Scottish political scientist and human rights worker with Amnesty International

• Jane Fearon (1654 or 1656–1737), Northern English pamphleteer who refuted predestination

• Margaret Fell (1614–1702), "Mother of Quakerism," one of the Valiant Sixty, owner of Swarthmoor Hall, later married to George Fox

• John Fenwick (1618–1683), English founder of Fenwick's Colony, the first English settlement in West Jersey

• James Finlayson (c. 1772 – c. 1852), Scottish engineer prominent in Finland

• Mary Fisher (1623–1698), English Quaker preacher

• Isabella Ford (1855–1924), English feminist and socialist

• Mary Forster (c. 1620–1687), English polemicist

• Edwin B. Forsythe (1916–1984), representative for New Jersey

• Richard J. Foster, American ecumenical leader and reformer, founder of Renovaré

• John Fothergill (1712–1780), English Quaker physician, preacher and philanthropist

• Caroline Fox (1819–1871), English diarist

• George Fox (1624–1691), founder of the Religious Society of Friends (Quakers)

• Robert Were Fox I (1754–1818), English businessman

• Robert Were Fox II (1789–1877), English geologist

• Samuel Fox (1781–1868), English philanthropist and grocer

• Tom Fox (1951–2006), humanitarian worker with Christian Peacemaking teams, held captive and killed in Iraq

• Esther G. Frame (1840–1920), American Quaker minister and evangelist

• Ursula Franklin (1921–2016), German-born Canadian metallurgist and research physicist

• Francis Frith (1822–1898), English photographer

• Christopher Fry (1907–2005), English playwright

• Elizabeth Fry (1780–1845), English prison reformer

• Joan Mary Fry (1862–1955), English relief worker and social reformer

• Joseph Fry (1777–1861), English tea dealer and an unsuccessful banker

• Margery Fry (1874–1958), English penal reformer and college principal

• Jonathan Fryer (1950–2021), British writer, broadcaster, lecturer and Liberal Democrat politician

G
• Thomas Garrett (1789–1871), American abolitionist

• Charles Gilpin (1815–1874), member of UK Parliament

• Rickman Godlee (1849–1925), English surgeon and biographer

• George Graham (1673–1751), English clockmaker, inventor, and member of the Royal Society

• Hetty Green (1834–1916), businesswoman and financier known as "the richest woman in America" during the Gilded Age, nicknamed the Witch of Wall Street

• Marion Greeves (1894–1979), one of the first two female members of the Senate of Northern Ireland

• Israel Gregg (1775–1847), first captain of the steamboat Enterprise

• Stephen Grellet (1773–1855), French-born American missionary

• Philip Gross (b. 1952), English poet, novelist and playwright

• Edward Grubb (1854–1939), English religious writer

• Isabel Grubb (1881–1972), Irish historian

• Paul Grundy (living), founding President of Patient-Centered Primary Care Collaborative and IBM's Global Director of Healthcare Transformation

• Joseph John Gurney (1788–1847), English banker, evangelical and abolitionist

H
• Elizabeth Haddon (1680–1762), English-born founder of Haddonfield, New Jersey

• Denis Halliday (1941–), former Assistant Secretary-General of the United Nations and anti-war activist

• Sheila Hancock (b. 1933), English comedian/actress

• Edmund Happold (1930–1996), English engineer

• Jan de Hartog (1914–2002), Dutch-born American playwright, novelist, and social critic

• David Hartsough (b. 1940), American peace activist

• Laura Smith Haviland (1808–1898), American abolitionist and social reformer

• Alice Hayes (1657–1720), English Quaker preacher and autobiographer

• Wilson A. Head (b. 1914), American/Canadian sociologist and human rights activist

• Phoebe Hesketh (1909–2005), British nature poet and author.

• John Hickenlooper (b. 1952), American politician

• Edward Hicks (1780–1849), American painter and recorded Quaker minister

• Elias Hicks (1748–1830), American Quaker minister, originator of the Hicksite Quaker schism of 1827

• Declan Hill (living), Canadian journalist

• Gordon Hirabayashi (1918–2012), American sociologist who defied World War II internment orders; moved to Canada to teach in 1959 and remained there until his death

• Charles Elmer Hires (1851–1937), early promoter of commercially prepared root beer

• Samuel Hoare Jr (1751–1825), English banker and abolitionist

• Henry Hodgkin (1877–1933), English missionary and pacifist

• John Hodgkin (1766–1845), English grammarian and calligrapher

• John Hodgkin (1800–1875), English barrister and Quaker preacher

• Thomas Hodgkin (1798–1866), English physician, identifier of Hodgkin's lymphoma

• Thomas Hodgkin (1831–1913), English historian

• Gerard Hoffnung (1925–1959), English cartoonist, musician and humorist

• Christopher Holder (c. 1631 – post–1676), English-born American Quaker evangelist

• David P. Holloway (1809–1883), American representative from Indiana

• Rush D. Holt, Jr. (b. 1948), American congressman

• Elizabeth Hooton (1600–1672), pioneer English preacher

• Herbert Hoover (1874–1964), American president

• Johns Hopkins (1795–1873), American philanthropist

• Caroline Hopwood, Leeds based autographer published 1801

• Samuel Howell (1723–1807), Philadelphia merchant and supporter of American independence

• Francis Howgill, English preacher and writer

• Mary Howitt (1799–1888), English poet, children's writer and translator

• William Howitt (1792–1879), English writer and poet

• Charles Humphreys (1714–1786), Continental Congressman

• John Hunn (1849–1926), governor of Delaware

• Esther Hunt (1751–1820), leader in her Quaker faith on America's frontier

• John Hunt (1712–1778), English-born minister, one of the "Virginia Exiles"

• John Hunt (1740–1824), minister and journalist from Moorestown, New Jersey

J
• Frances C. Jenkins (1826–1915), American evangelist, Quaker minister, and social reformer

• Rebecca Jones (1739–1818), Quaker minister and educator

• Rufus Jones (1863–1948), American Quaker theologian

• T. Canby Jones (b. 1921), American Quaker peace campaigner, theologian, and academic

K
• Thomas R. Kelly (1893–1941), American missionary, educator, and spiritual writer

• Malachy Kilbride (living), American peace and social justice campaigner

• Garry Kilworth (b. 1941), English novelist and short story writer

• Haven Kimmel (b. 1965), American novelist and children's writer

• Ben Kingsley (b. 1943), English actor

• Judith Kirton-Darling (b. 1977), British politician

• Anne Knight (1792–1860), English children's writer

L
• Joseph Lancaster (1778–1838), public education innovator

• Lydia Lancaster (1683–1761), English born travelling minister

• Benjamin Lay (1681–1760), Quaker abolitionist

• John C. Lettsome (1744–1815), English physician and founder of the Medical Society of London

• Raph Levien (living), free software author behind Ghostscript and Advogato

• John Lilburne (1614–1657), Leveller convert to Quakerism

• Richard Lippincott (1615–1683), an early settler of Shrewsbury, New Jersey

• Joseph Jackson Lister (1786–1869), amateur British optician and physicist and father of Joseph Lister

• Kathleen Lonsdale (1903–1971), Irish scientist

M
• John Macmurray (1891–1976), philosopher

• Nozizwe Madlala-Routledge (b. 1952), South African health minister

• Elizabeth Magie (1866–1948), inventor of Monopoly

• Ellen Marriage (1865–1946), translator of Balzac

• Milton Mayer (1908–1986), American journalist and writer

• James Michener (1907–1997), American author

• Rosalind Mitchell (b. 1954), Anglo/Scottish politician and writer

• Samuel Moore (c. 1630–1688), early official in New Jersey

• Ethan Mordden (b. 1949), American writer

• Ruth Morris (1933–2001), Canadian advocate of the abolition of prisons

• Samuel Morris (soldier) (1734–1812), participated in the American Revolutionary War despite his upbringing.

• Lucretia Mott (1793–1880), American abolitionist and suffragist

• Rich Mullins (1955–1997), American Christian singer and songwriter

• Lindley Murray (1745–1826), author of Murray's English Reader

• Edward R. Murrow (1908–1965), journalist

N
• James Nayler (1618–1660), former soldier, then member of the Valiant Sixty

• Edmund Hort New (1871–1931), English artist and illustrator

• Carrie Newcomer (living), American singer-songwriter

• Sir George Newman (1870–1948), British chief medical officer

• Samuel Nicholas (1744–1790), first commandant of the United States Marine Corps

• Sally Nicholls (b. 1983), English children's author

• Nitobe Inazō (新渡戸稲造, 1862–1933), Japanese diplomat, educator and author

• Richard Nixon (1913–1994), 37th president of the United States

• John Howard Nodal (1831–1909), English journalist and dialectologist

• Philip Noel-Baker, Baron Noel-Baker (1889–1982), diplomat and Nobel Peace Prize laureate

O
• Paul Oestreicher (b. 1931), Anglican priest, and peace and human rights activist

• Amelia Opie (1769–1853), English novelist

• Constantine Overton (1626/1627 – c. 1690), Quaker leader in Shrewsbury, Shropshire

P
• Jason Palmer (b. 1971), American venture capitalist and politician

• Parker Palmer (b. 1939), American writer, teacher, and campaigner

• Palmolive (musician) (b. 1954), Spanish punk-rock musician

• David Parlett (b. 1939), English writer and games inventor

• James Parnell (c. 1636–1656), preacher and writer known as "The Boy Martyr", credited with converting many to the Quakers, including Stephen Crisp

• Evalyn Parry, Canadian performance-maker, theatrical innovator and singer-songwriter

• Alice Paul (1885–1977), American suffragist

• Edward Pease (1767–1858), English railway owner

• Joseph Pease (1799–1872), first Quaker British member of Parliament

• Sir Joseph Whitwell Pease (1824–1903), Liberal politician and businessman

• Joseph Albert Pease, 1st Baron Gainford (1860–1943), Liberal politician and businessman

• Joseph Pease, 2nd Baron Gainford (1889–1971), businessman

• George Pease, 4th Baron Gainford (b. 1926), architect and town planner

• Isaac Penington (1616–1679), early English Quaker

• Gulielma Maria Posthuma (Springett) Penn (1644–1694), first wife of William Penn

• Hannah Callowhill Penn (1671–1726), second wife of William Penn

• William Penn (1644–1718), English-born founder of Pennsylvania

• Herb Pennock (1894–1948), American baseball player

• Jonathan Pim (1806–1885), Irish philanthropist and politician, secretary of the Quaker Relief Fund during the Irish famine and later Liberal MP for Dublin

• Olive Pink, Australian botanical illustrator and campaigner for aboriginal rights

• Robert Pleasants (1723–1801), American abolitionist and educator

• William Pollard (1828–1893), English Quaker writer and minister

• Jacob Post (1774–1855), English religious writer

• Oliver Postgate (1925–2008), English animator, creator of Bagpuss

• Gerald Priestland, BBC broadcaster

• Edmond Privat, Swiss ambassador of Esperanto international language, journalist, historian and university teacher

• Robert Proud (1728–1813), English educator and historian known for research into the Province of Pennsylvania (Pennsylvania Colony)

• Walter Pumphrey (fl. 1678), English-born American farmer and carpenter

• William Pumphrey (1817–1905), pioneer English photographer

Q
• Daniel Quare (1648/1649–1724), English clockmaker and instrument maker

R
• Arthur Raistrick (1896–1991), English conscientious objector, geologist, and industrial archaeologist

• Edith Reeves (fl. early 20th c.), American silent film actress

• Richard Reynolds (1735–1816), English ironmaster at Coalbrookdale

• William Reynolds (1758–1803), English ironmaster and scientist

• John Richardson (1667–1753), English Quaker minister and autobiographer

• John Wigham Richardson (1837–1908), English shipbuilder

• Lewis Fry Richardson (1881–1953), English mathematician and geophysicist

• Enid Lucy Robertson  (1925–2016), Australian systematic botanist and conservationist

• Tom Robinson (b. 1950), English rock musician and disc jockey

• Fred Rowntree (1860–1927), English architect

• Joseph Rowntree (1801–1859), English chocolate maker and educationist

• Thomas Rudyard (c. 1640–1692), English lawyer and Deputy Governor of East Jersey

• Bayard Rustin (1912–1987), American civil rights leader

• Thomas Rutter (1660–1730), American ironmaster and abolitionist

S
• Susanna M. Salter (1860–1961), first woman mayor in the United States

• Clive Sansom (1910–1981), English, then Tasmanian poet, playwright and educator

• William Savery (1750–1804), American Quaker preacher, abolitionist and defender of the rights of Native Americans

• Molly Scott Cato (b. 1963), British politician

• Elizabeth Clare Scurfield (b. 1950), English sinologist

• Andrea Seabrook (b. c. 1974), American journalist and broadcaster

• Ian Serraillier (1912–1994), English novelist, poet and children's writer, who joined the Society of Friends in 1939

• Anthony Sharp (1643–1707), Dublin wool merchant

• Isaac Sharp (1681–1735), early New Jersey settler and landowner

• Philip Sherman (1611–1687), English-born first secretary of state of Rhode Island

• H. T. Silcock (1882–1969), English Quaker missionary

• Jeanmarie Simpson (b. 1959), American theatre artist and peace activist

• Joan Slonczewski (b. 1956), American biologist and science fiction writer

• Joseph Southall (1861–1944), English painter and pacifist

• Lawrence and Cassandra Southwick (c. 1600–1660), English-born colonial American Quakers persecuted with their children for their religious beliefs

• Jane Sowle (c. 1631–1711), English printer and publisher

• Tace Sowle (1666–1749), English printer and publisher

• Helen Steven (1942–2016), Scottish peace activist

• Dorothy Stowe (1920–2010), American-born Canadian social activist and environmentalist, co-founder of Greenpeace

• Emily Stowe (1831–1903), The first female physician to practise in Canada, and an activist for women's rights and suffrage.

• Irving Stowe (1915–1974), American-born social activist and environmentalist, co-founder of Greenpeace

• John Strettell (1721–1786), English merchant

• Robert Strettell (1693–1762), Irish-born American Quaker convert, early mayor of Philadelphia

• Joseph Sturge (1793–1859), British abolitionist

• Thomas Sturge (1787–1866), British businessman, shipowner and philanthropist

• Thomas Sturge the elder (1749–1825), British oil merchant and philanthropist

• Donald Swann (1923–1994), Welsh-born composer, musician and entertainer

• Noah Haynes Swayne (1804–1884), American jurist and politician

T
• Jonathan Talbot (b. 1939), American artist, author, and educator

• Heather Tanner (1903–1993), English writer and peace campaigner

• Robin Tanner (1904–1988), English artist, etcher and printmaker

• John Tawell Murderer

• Henry S. Taylor, winner of the Pulitzer Prize for poetry in 1986

• Joseph Taylor (b. 1941), American winner of the Nobel Prize in Physics

• Valerie Taylor (1913–1997), American novelist

• Philip E. Thomas (1776–1861), first president of the B&O Railroad (the first railroad in the US)

• Thomas Tompion (1639–1713), English clockmaker

• Peterson Toscano (b. 1965), American actor, playwright and gay activist

• Theophila Townsend (d. 1692), English writer and activist

• Connor Trinneer (b. 1969), actor

• D. Elton Trueblood (1900–1994), theologian

• Benjamin Franklin Trueblood (1847–1916), American pacifist who served the American Peace Society for 23 years

• Daniel Hack Tuke (1827–1895), English physician and expert in mental illness

• Henry Tuke (1755–1814), English co-founder of the York Retreat

• Henry Scott Tuke, RA RWS (1858–1929), English visual artist, painter and photographer notable for Impressionist style

• James Hack Tuke (1819–1896), English businessman and philanthropist in Ireland

• Samuel Tuke (1784–1857), English philanthropist and campaigner for the mentally ill

• William Tuke (1732–1822), English philanthropist and campaigner for the mentally ill

• James Turrell (b. 1943), American artist

• Edward Burnett Tylor (1832–1917), English anthropologist

V
• Jo Vallentine (b. 1946), peace activist and senator for Western Australia

• William Vickrey (1914–1996), Canadian economist and Nobel Prize winner

• Elfrida Vipont Foulds (1902–1992), English novelist, school principal and Quaker activist

W
• Terry Waite (b. 1939), English humanitarian and author, Archbishop of Canterbury's special envoy

• Priscilla Wakefield (1751–1832), English educational writer and philanthropist

• Mary Vaux Walcott (1860–1940), American botanical artist

• George Washington Walker (1800–1859), English missionary in Australia

• Ann Warder (1758–1829), American diarist

• Robert Spence Watson (1837–1911), English solicitor, reformer and writer

• Benjamin West (1738–1820), American painter

• Catherine West (b. 1966), UK Member of Parliament

• Jessamyn West (1902–1984), American novelist

• Joseph Wharton (1826–1909), American merchant, industrialist and philanthropist

• Daniel Wheeler (1771–1840), English minister and missionary

• Barclay White (1821–1906), American Superintendent of Indian Affairs

• Dorothy White (c. 1630–1686), English religious pamphleteer

• George Whitehead (1636–1723), English Quaker lobbyist, preacher and writer

• Joan Whitrowe (c. 1631–1707), an English religious writer, visionary and polemicist.

• John Greenleaf Whittier (1807–1892), American poet

• John Richardson Wigham (1829–1906), Scottish-born Irish inventor and lighthouse engineer

• John Wilbur (1774–1856), prominent American Quaker minister and thinker

• Jemima Wilkinson (excommunicated 1776), the Publick Universal Friend

• Waldo Williams (1904–1971), Welsh-language poet and pacifist

• Lillian Willoughby (c. 1916–2009), American peace campaigner

• Emilie Dorothy Hilliard Willson (c. 1838–1899), American-born wife of John Joseph Willson and artist

• Emilie Dorothy Willson (1867–1918), English artist and twin of Margaret Willson

• Hannah Willson (c. 1829–1918), English artist

• John Joseph Willson (c. 1837–1903), English leather manufacturer and artist

• Margaret Willson (1867–1932), English artist and twin sister of Emilie Dorothy Willson

• Mary A. Hilliard Willson (1871–1928), English artist

• Michael Anthony Hilliard Willson (1863–1943), English artist

• Drusilla Wilson (1815–1908), American temperance leader and Quaker pastor

• Anna Wing (1914–2013), English actress

• Gerrard Winstanley (1609–1676), English social and religious reformer

• Caspar Wistar (1696–1752), German-born Pennsylvania glassmaker

• Mary Chawner Woody (1846–1928), American Quaker minister; educator; president, North Carolina Woman's Christian Temperance Union

• John Woolman (1720–1772), American Quaker preacher and campaigner against slavery

• Thomas William Worsdell (1838–1916), English steam locomotive engineer

• Wilson Worsdell (1850–1920), English steam locomotive engineer

Y
• Stephen Yang (1911–2007), Sichuanese surgeon, medical educator, and peace activist

• William Yardley (1632–1693), early settler of Bucks County, Pennsylvania, for whom Yardley, Pennsylvania is named

• Isabel Yeamans (c. 1637–1704), English Quaker preacher

• Thomas Young (1773–1829), English polymath best known for his physics and Egyptology

People with Quaker roots
Individuals whose parents were Quakers or who were Quakers themselves at one time in their lives but then converted to another religion, formally or informally distanced themselves from the Society of Friends, or were disowned by their Friends Meeting.

• Susan B. Anthony (1820–1906), American suffragist, abolitionist, and pioneer of feminism and civil rights

• Herbert W. Armstrong (1892–1986), American founder of the Worldwide Church of God

• Kevin Bacon (b. 1958), American actor of Quaker extraction

• L. S. Bevington (1845–1895), English anarchist poet, essayist and journalist

• Morris Birkbeck (1764–1825), American farmer, writer, and promoter of emigration to Illinois

• Daniel Boone (1735–1820), American frontiersman

• Maria Louisa Bustill (1853–1904), American teacher, mother of Paul Robeson

• Smedley Butler (1881–1940), U.S. Marine and social activist

• Ilka Chase (1900–1978), American actress and novelist

• Benjamin Chew, American chief justice of the Supreme Court of Pennsylvania, became Anglican in the 1750s.

• Ezra Cornell (1807–1874), American founder of Cornell University, expelled for marrying outside the faith

• Warder Cresson (1798–1860), American campaigner, author, and convert to Judaism

• Emily Deschanel (b. 1976), American actress and television producer of Quaker extraction

• Zooey Deschanel (b. 1980), American actress and singer/songwriter/musician of Quaker extraction

• John Dickinson (1732–1808), American lawyer and governor of Delaware and Pennsylvania

• Nathan Dunn (1782–1844), American businessman and collector, disowned in 1816 but a follower of Quaker ethics in further life

• Sarah Stickney Ellis (1799–1872), English writer on women's roles, became a Congregationalist.

• Samuel Tertius Galton (1783–1844), English businessman and scientist, convert to Anglicanism

• Jesse Gause (1785–1836), early American leader of Latter Day Saint movement

• Nathanael Greene (1742–1786), American major-general in the Continental Army, member of the Rhode Island General Assembly, third quartermaster general, disowned by the Quakers in 1773

• Maria Hack (1777–1844), English educational writer and contributor to the Isaac Crewdson controversy

• Sarah C. Hall (1832–1926), physician

• Sam Harris (b. 1967), American author of The End of Faith with a possibly lapsed Quaker father

• Jonathan Hazard (1744–1824), American statesman and anti-federalist

• Louisa Gurney Hoare (1784–1836), writer on education, convert to Anglicanism

• Bulmer Hobson (1883–1969), Irish republican militant and politician, resigned membership when he became involved in paramilitarism

• Thomas Hornor (1767–1834), Canadian farmer and politician, expelled for freemasonry and joining a militia

• John Eliot Howard (1807–1883), English chemist and developer of quinine

• Luke Howard (1772–1864), English chemist and meteorologist, involved in the Beaconite Controversy and later associated with the Plymouth Brethren

• Andrew John Hozier-Byrne, aka Hozier (1990–), singer-songwriter and musician

• Alfred Hunt (1817–1888), American industrialist

• Eric Knight (1897–1943), English-born novelist and children's writer, author of Lassie Come-Home (1940)

• Lyndon LaRouche (b. 1922), American disowned in 1941

• David Lean (1908–1991), British film director

• Joseph Lister (1827–1912), English surgeon who promoted the idea of sterile surgery

• E. V. Lucas (1868–1938), English writer

• Dolley Madison (1768–1849), American first lady

• Dave Matthews (b. 1967), South African-born American musician

• Thomas Merton (1915–1968). Though his mother was an American Quaker and he attended some meetings, he was baptized and primarily raised an Anglican.

• Maria Mitchell (1818–1889), an Australian, one of the first women in astronomy, who retained ties to the Quakers but became a Unitarian

• Russ Nelson (b. 1958), American open-source software developer

• Richard Nixon (1913–1994), American President

• Thomas Paine (1737–1809), Anglo-American political philosopher and revolutionary; father a Quaker, but he a non-religious deist

• Hilary Douglas Clark Pepler (1878–1951), English convert to Catholicism, who founded The Guild of St Joseph and St Dominic

• Bonnie Raitt (b. 1949), American singer and musician

• Thomas Rickman (1776–1841), English architect and author, and major figure in the Gothic Revival

• Thomas 'Clio' Rickman (1760–1834), English political pamphleteer and friend of Thomas Paine

• Ned Rorem (1923–2022), composer of art songs and of a substantial work for organ, "A Quaker Reader"

• Anna Sewell (1820–1878), English children's writer, converted to Anglicanism about 1838

• Joseph Henry Shorthouse (1834–1903), English novelist, converted to Anglicanism in 1861

• Hannah Whitall Smith (1832–1911), American-born evangelical holiness preacher, suffragist and temperance campaigner

• Robert Pearsall Smith (1827–1898), American-born leading figure in the UK Higher Life movement; later began to entertain notions of spiritual wifery, was criticized, and eventually claimed to be a Buddhist.

• David Starkey (b. 1945), English historian and broadcaster

• Satyananda Stokes (1882–1946), American raised a Quaker as "Samuel Evans Stokes, Jr.", later converting to Hinduism

• Justin Sullivan (b. 1956), English singer-songwriter and lead singer for New Model Army

• Cheryl Tiegs (b. 1947), American model, current religious status uncertain

• Alfred Waterhouse (1830–1905), English architect, baptised into the Church of England in 1877

• William Weeks (1813–1900), American architect and temporary convert to Mormonism

• Walt Whitman (1819–1892), eminent American poet, born to Hicksite Quaker parents

title: List of Quakers