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History of the automobile

Crude ideas and designs of automobiles can be traced back to ancient and medieval times. In 1649, Hans Hautsch of Nuremberg built a clockwork-driven carriage. In 1672, a small-scale steam-powered vehicle was created; the first steam-powered automobile capable of human transportation was built by Nicolas-Joseph Cugnot in 1769. Inventors began to branch out at the start of the 19th century, creating the de Rivaz engine, one of the first internal combustion engines, and an early electric motor. Samuel Brown later tested the first industrially applied internal combustion engine in 1826. Only two of these were made.

Development was hindered in the mid-19th century by a backlash against large vehicles, yet progress continued on some internal combustion engines. The engine evolved as engineers created two- and four-cycle combustion engines and began using gasoline. The first modern car—a practical, marketable automobile for everyday use—and the first car in series production appeared in 1886, when Carl Benz developed a gasoline-powered automobile and made several identical copies. In 1890, Gottlieb Daimler, inventor of the high-speed liquid petroleum-fueled engine, and Wilhelm Maybach formed Daimler Motoren Gesellschaft. In 1926, the company merged with Benz & Cie. (founded by Carl Benz in 1883) to form Daimler-Benz, known for its Mercedes-Benz automobile brand.

From 1886, many inventors and entrepreneurs got into the "horseless carriage" business, both in America and Europe, and inventions and innovations rapidly furthered the development and production of automobiles. Ransom E. Olds founded Oldsmobile in 1897, and introduced the Curved Dash Oldsmobile in 1901. Olds pioneered the assembly line using identical, interchangeable parts, producing thousands of Oldsmobiles by 1903. Although sources differ, approximately 19,000 Oldsmobiles were built, with the last produced in 1907. Production likely peaked from 1903 through 1905, at up to 5,000 units a year. In 1908, the Ford Motor Company further revolutionized automobile production by developing and selling its Ford Model T at a relatively modest price. From 1913, introducing an advanced moving assembly line allowed Ford to lower the Model T's price by almost 50%, making it the first mass-affordable automobile.

Power sources
The early automobile history concentrated on searching for a reliable portable power unit to propel the vehicle.

17th and 18th centuries

Ferdinand Verbiest, a member of a Jesuit mission in China, built a steam-powered vehicle around 1672 as a toy for the Kangxi Emperor. It was small-scale and could not carry a driver, but it was, perhaps, the first working steam-powered vehicle ('auto-mobile').

Steam-powered self-propelled vehicles large enough to transport people and cargo were devised in the late 18th century. Nicolas-Joseph Cugnot demonstrated his fardier à vapeur ("steam dray"), an experimental steam-driven artillery tractor, in 1770 and 1771. Cugnot's design proved impractical, and his invention was not developed in his native France. The center of innovation shifted to Great Britain. By 1784, William Murdoch had built a working model of a steam carriage in Redruth and in 1801 Richard Trevithick was running a full-sized vehicle on the roads in Camborne.

19th century

During the 19th century, attempts were made to introduce steam-powered vehicles. Innovations such as hand brakes, multispeed transmissions, and better steering developed. Some successful vehicles provided mass transit until a backlash against these large vehicles resulted in the passage of legislation such as the UK Locomotives Act 1865, which required many self-propelled vehicles on public roads to be preceded by a man on foot waving a red flag and blowing a horn. This effectively halted road auto development in the United Kingdom for most of the 19th century; inventors and engineers shifted their efforts to improvements in railway locomotives. The law was not repealed until 1896, although the need for the red flag was removed in 1878.

In 1816, a professor at Prague Polytechnic, Josef Bozek, built an oil-fired steam car. Walter Hancock, builder and operator of London steam buses, in 1838 built a two-seated car phaeton.

In 1867, Canadian jeweler Henry Seth Taylor demonstrated his four-wheeled "steam buggy" at the Stanstead Fair in Stanstead, Quebec and again the following year. The basis of the buggy, which he began building in 1865, was a high-wheeled carriage with bracing to support a two-cylinder steam engine mounted on the floor. In 1873, Frenchman Amédée Bollée built self-propelled steam road vehicles to transport groups of passengers.

The first automobile suitable for use on existing wagon roads in the United States was a steam-powered vehicle invented in 1871 by Dr. J.W. Carhart, a minister of the Methodist Episcopal Church, in Racine, Wisconsin. It induced the state of Wisconsin in 1875 to offer a US$10,000 1875 award to the first to produce a substitute for the use of horses and other animals. They stipulated that the vehicle would have to maintain an average speed of more than 5 mph over a 200 mi course. The offer led to the first city-to-city automobile race in the United States, starting on 16 July 1878 in Green Bay, Wisconsin, and ending in Madison, Wisconsin, via Appleton, Oshkosh, Waupun, Watertown, Fort Atkinson, and Janesville. While seven vehicles were registered, only two started competing: the Green Bay and Oshkosh entries. The vehicle from Green Bay was faster but broke down before completing the race. The Oshkosh finished the 201 mi course in 33 hours and 27 minutes and posted an average speed of 6 mph. In 1879, the legislature awarded half the prize.

20th century

 * Pre-WWII

Steam-powered road vehicles, both cars and wagons, reached the peak of their development in the early 1930s with fast-steaming lightweight boilers and efficient engine designs. Internal combustion engines also developed considerably during World War I, becoming easier to operate and more reliable. The development of the high-speed diesel engine from 1930 began to replace them for wagons, accelerated in the UK by tax changes making steam wagons uneconomic overnight. Although a few designers continued to advocate steam power, no significant developments in the production of steam cars took place after Doble in 1931.

Whether steam cars will ever be reborn in later technological eras remains to be seen. Magazines such as Light Steam Power continued to describe them into the 1980s. The 1950s saw interest in steam-turbine cars powered by small nuclear reactors (this was also true of aircraft). Still, the fears about the dangers inherent in nuclear fission technology soon killed these ideas.
 * Post-WWII

19th century
In 1828, Ányos Jedlik, a Hungarian who invented an early electric motor, constructed a tiny model car powered by his new motor. In 1834, Vermont blacksmith Thomas Davenport, the inventor of the first American DC electric motor, installed his motor in a small model car, which he operated on a short circular electrified track. In 1835, Professor Sibrandus Stratingh of Groningen, the Netherlands and his assistant Christopher Becker created a small-scale electrical car, powered by non-rechargeable primary cells. In 1838, Scotsman Robert Davidson built an electric locomotive that attained a speed of 4 mph. In England, a patent was granted in 1840 for using tracks as conductors of electric current, and similar American patents were issued to Lilley and Colten in 1847.

Sources point to different creations, such as the first electric car. Between 1832 and 1839 (the exact year is uncertain), Robert Anderson of Scotland invented a crude electric carriage powered by non-rechargeable primary cells. In November 1881, French inventor Gustave Trouvé demonstrated a working three-wheeled car powered by electricity at the International Exposition of Electricity. English inventor Thomas Parker, who was responsible for innovations such as electrifying the London Underground, overhead tramways in Liverpool and Birmingham, and the smokeless fuel coalite, built an electric car in London in 1884, using his own specially designed high-capacity rechargeable batteries. However, some others regard the Flocken Elektrowagen of 1888 by German inventor Andreas Flocken as the first actual electric car.

20th century
Electric cars enjoyed popularity between the late 19th century and the early 20th century when electricity was among the preferred methods for automobile propulsion. Advances in internal combustion technology, especially the electric starter, soon rendered this advantage moot; the greater range of gasoline cars, quicker refueling times, and growing petroleum infrastructure, along with the mass production of gasoline vehicles by companies such as the Ford Motor Company, which reduced prices of gasoline cars to less than half that of equivalent electric cars, led to a decline in the use of electric propulsion, effectively removing it from markets such as the US by the 1930s.

21st century
Increased concerns over the environmental impact of gasoline cars, higher gasoline prices, improvements in battery technology, and the prospect of peak oil have brought about renewed interest in electric cars, which are perceived to be more environmentally friendly and cheaper to maintain and run, despite high initial costs.

Gas mixtures

The lack of suitable fuels, particularly liquids, hampered early attempts at making and using internal combustion engines—therefore, some of the earliest engines used gas mixtures. In 1806, the Swiss engineer François Isaac de Rivaz built an engine powered by internal combustion of a hydrogen and oxygen mixture. In 1826, Englishman Samuel Brown tested his hydrogen-fueled internal combustion engine by using it to propel a vehicle up Shooter's Hill in southeast London. Etienne Lenoir's automobile with a hydrogen-gas-fueled one-cylinder internal combustion engine made a test drive from Paris to Joinville-le-Pont in 1860, covering some 9 km in about three hours. A later version was propelled by coal gas. A Delamare-Deboutteville vehicle was patented and trialed in 1884.

Gasoline
Nicolaus Otto and Eugen Langen had built a working engine in 1867. About 1870, in Vienna, Austria-Hungary, inventor Siegfried Marcus put a liquid-fueled internal combustion engine on a simple handcart which made him the first man to propel a vehicle using gasoline. Today, this is known as "the first Marcus car" but would be better described as a cart. His second car, built and run in 1875 according to some sources, was the first gasoline-driven car and is housed at the Vienna Technical Museum. However, the latest research shows that it was not built until 1888/89. In 1883, Marcus secured a German patent for a low-voltage ignition system of the magneto type; this was his only automotive patent. During his lifetime, he was honored by some as the originator of the motorcar, but the Nazis all but erased his place in history during World War II. Because Marcus was of Jewish descent, the Nazi propaganda office ordered his work to be destroyed, his name expunged from future textbooks, and his public memorials removed. John Nixon of the London Times in 1938 considered Marcus' development of the motor car to have been experimental, as opposed to Carl Benz who took the concept from experimental to production. Nixon described Marcus' cars as impractical.

Benz built his first automobile, the Benz Patent Motorcar, in 1885 in Mannheim. It is considered the first modern car—a practical, marketable automobile for everyday use—and the first in series production. Benz was granted a patent for his automobile on 29 January 1886, and began the first production of automobiles in 1888, after Bertha Benz, his wife, had proved—with the first long-distance trip in August 1888, from Mannheim to Pforzheim and back—that the horseless coach was capable of extended travel. Since 2008, a Bertha Benz Memorial Route commemorates this event.

Soon after, Gottlieb Daimler and Wilhelm Maybach in Stuttgart in 1889 designed a vehicle from scratch to be an automobile, rather than a horse-drawn carriage fitted with an engine. They also are usually credited with inventing the first motorcycle in 1885.

In 1891, John William Lambert built a three-wheeler in Ohio City, Ohio, which was destroyed in a fire the same year, while Henry Nadig constructed a four-wheeler in Allentown, Pennsylvania.

The first four-wheeled gasoline-driven automobile in the United Kingdom was built in Walthamstow by Frederick Bremer in 1892. Another was made in Birmingham in 1895 by Frederick William Lanchester, who also patented the disc brake. The first electric starter was installed on an Arnold, an adaptation of the Benz Velo, built in Kent between 1895 and 1898.

George Foote Foss of Sherbrooke, Quebec, built a single-cylinder gasoline car in 1896, which he drove for four years, ignoring city officials' warnings of arrest for his "mad antics".

Horseless carriage or veteran era

The American George B. Selden filed for a patent on 8 May 1879. His application included the engine and its use in a four-wheeled car. Selden filed a series of amendments to his application, which stretched out the legal process, resulting in a delay of 16 years before the patent was granted on 5 November 1895. Selden licensed his patent to most major American automakers, collecting a fee on each car they produced and creating the Association of Licensed Automobile Manufacturers. The Ford Motor Company fought this patent in court, and eventually won on appeal. Henry Ford testified that the patent did more to hinder than encourage development of autos in the United States.

The first automobiles were produced by Carl Benz in 1888 in Germany and, under license from Benz, in France by Emile Roger. There were numerous others, including tricycle builders Rudolf Egg, Edward Butler, and Léon Bollée. Bollée, using a 650 cc engine of his own design, enabled his driver, Jamin, to average 45 km/h in the 1897 Paris-Tourville rally. By 1900, mass production of automobiles had begun in France and the United States.

The first company formed exclusively to build automobiles was Panhard et Levassor in France, which is also credited for introducing the first four-cylinder engine. Formed in 1889, Panhard was followed by Peugeot two years later. By the start of the 20th century, the automobile industry began taking off in Western Europe, especially in France, where 30,204 were produced in 1903, representing 48.8 percent of world automobile production that year.

Across the northern US, local mechanics experimented with various prototypes. In Iowa, for example, by 1890, Jesse O. Wells drove a steam-powered Locomobile. There were numerous experiments in electric vehicles driven by storage batteries. The first users ordered the early gasoline-powered cars, including Haynes, Mason, and Duesenberg automobiles. Blacksmiths and mechanics started operating repair and gasoline stations. In Springfield, Massachusetts, brothers Charles and Frank Duryea founded the Duryea Motor Wagon Company in 1893, becoming the first American automobile manufacturing company. The Autocar Company, founded in 1897, established many innovations still in use and remains the oldest operating motor vehicle manufacturer in the US. However, it was Ransom E. Olds and his Olds Motor Vehicle Company (later known as Oldsmobile) who would dominate this era with the introduction of the Oldsmobile Curved Dash. Its production line was running in 1901. The Thomas B. Jeffery Company developed the world's second mass-produced automobile, and 1,500 Ramblers were built and sold in its first year, representing one-sixth of all existing motorcars in the US at the time. Within a year, Cadillac (formed from the Henry Ford Company), Winton, and Ford were also producing cars in the thousands. In South Bend, Indiana, the Studebaker brothers, having become the world's leading manufacturers of horse-drawn vehicles, made a transition to electric automobiles in 1902, and gasoline engines in 1904. They continued to build horse-drawn vehicles until 1919.

The first motor car in Central Europe was produced by the Austro-Hungarian company Nesselsdorfer Wagenbau (later renamed to Tatra in today's Czech Republic) in 1897, the Präsident automobile. In 1898, Louis Renault had a De Dion-Bouton modified, with fixed drive shaft and differential, making "perhaps the first hot rod in history" and bringing Renault and his brothers into the car industry. Innovation was rapid and rampant, with no clear standards for basic vehicle architectures, body styles, construction materials, or controls; for example, many veteran cars use a tiller, rather than a wheel for steering. During 1903, Rambler standardized on the steering wheel and moved the driver's position to the left-hand side of the vehicle. Chain drive was dominant over the drive shaft, and closed bodies were scarce. Drum brakes were introduced by Renault in 1902. The next year, Dutch designer Jacobus Spijker built the first four-wheel drive racing car; it never competed. It would be 1965 and the Jensen FF before four-wheel drive was used on a production car.

On 22 July 1894 Paris–Rouen motor race, which is sometimes described as the world's first competitive motor race, took place.

Within a few years, hundreds of producers across the Western world were using many technologies. Steam, electricity, and gasoline-powered automobiles competed for decades, with gasoline internal combustion engines achieving dominance by the 1910s. Dual- and even quad-engine cars were designed, and engine displacement ranged to more than 12 L. Many modern advances, including gas/electric hybrids, multi-valve engines, overhead camshafts, and four-wheel drive, were attempted and discarded at this time.

Innovation was not limited to the vehicles themselves. Increasing numbers of cars propelled the growth of the petroleum industry, as well as the development of technology to produce gasoline (replacing kerosene and coal oil) and of improvements in heat-tolerant mineral oil lubricants (replacing vegetable and animal oils).

There were social effects, also. Music would be made about cars, such as "In My Merry Oldsmobile" (a tradition that continues in several genres). At the same time, in 1896, William Jennings Bryan would be the first presidential candidate to campaign in a car (a donated Mueller), in Decatur, Illinois. Three years later, Jacob German would start a tradition for New York City cabdrivers when he sped down Lexington Avenue, at the "reckless" speed of 12 mph. Also in 1899, Akron, Ohio, adopted the first self-propelled paddy wagon.

By 1900, the early centers of national automotive industry developed in many countries, including Belgium (home to Vincke, that copied Benz; Germain, a pseudo-Panhard; and Linon and Nagant, both based on the Gobron-Brillié), Switzerland (led by Fritz Henriod, Rudolf Egg, Saurer, Johann Weber, and Lorenz Popp),  Vagnfabrik AB in Sweden, Hammel (by A. F. Hammel and H. U. Johansen at Copenhagen, in Denmark, which only built one car, ca. 1886 ), Irgens (starting in Bergen, Norway, in 1883, but without success),  Italy (where FIAT started in 1899), and as far afield as Australia (where Pioneer set up shop in 1898, with an already archaic paraffin-fueled center-pivot-steered wagon). Meanwhile, the export trade had begun, with Koch exporting cars and trucks from Paris to Tunisia, Egypt, Iran, and the Dutch East Indies. Motor cars were also exported to British colonies. For example, the first was shipped to India in 1897.

Throughout the veteran car era, the automobile was seen more as a novelty than a genuinely useful device. Breakdowns were frequent, fuel was difficult to obtain, roads suitable for traveling were scarce, and rapid innovation meant that a year-old car was nearly worthless. Significant breakthroughs in proving the usefulness of the automobile came with the historic long-distance drive of Bertha Benz in 1888, when she traveled more than 80 km from Mannheim to Pforzheim, to make people aware of the potential of the vehicles her husband, Karl Benz, manufactured, and after Horatio Nelson Jackson's successful transcontinental drive across the US in 1903 on a Winton car.

Brass/Edwardian era

The Brass or Edwardian period lasted from roughly 1905 through 1914 and the beginning of World War I. It is generally referred to as the Edwardian era, but in the United States, it is often known as the Brass era from the widespread use of brass in vehicles during this time.

Within the 15 years that make up this era, the various experimental designs and alternate power systems would be marginalized. Although the modern touring car had been invented earlier, it was not until Panhard et Levassor's Système Panhard was widely licensed and adopted that recognizable and standardized automobiles were created. This system specified front-engine, rear-wheel drive internal combustion-engine cars with a sliding gear transmission. Traditional coach-style vehicles were rapidly abandoned, and buckboard runabouts lost favor with the introduction of tonneaus and other less-expensive touring bodies.

By 1906, steam car development had advanced, and they were among the fastest road vehicles in that period.

Throughout this era, the development of automotive technology was rapid, partly due to hundreds of small manufacturers competing to gain the world's attention. Key developments included the electric ignition system, independent suspension, and four-wheel brakes. Leaf springs were widely used for suspension, though many other systems were still in use, with angle steel taking over from armored wood as the frame material of choice. Transmissions and throttle controls were widely adopted, allowing a variety of cruising speeds. However, vehicles generally still had discrete speed settings, rather than the infinitely variable system familiar in cars of later eras. Safety glass also debuted and was patented by John Crewe Wood in England in 1905. (It would not become standard equipment until 1926, on a Rickenbacker.)

Between 1907 and 1912 in the United States, the high-wheel motor buggy (resembling the horse buggy of before 1900) was in its heyday, with over 75 makers including Holsman (Chicago), IHC (Chicago), and Sears (which sold via catalog); the high-wheeler would be killed by the Model T. In 1912, Hupp (in the US, supplied by Hale & Irwin) and BSA (in the UK) pioneered the use of all-steel bodies,  joined in 1914 by Dodge (who produced Model T bodies). While it would be another two decades before all-steel bodies would be standard, the change would mean improved supplies of superior-quality wood for furniture makers.

The 1908 New York to Paris Race was the world's first circumnavigation by automobile. German, French, Italian, and American teams began in New York City on 12 February 1908, with three competitors ultimately reaching Paris. The US-built Thomas Flyer with George Schuster (driver) won the race covering 22000 mi in 169 days. Also in 1908, the first South American automobile was built in Peru, the Grieve. In 1909, Rambler became the first car company to equip its cars with a spare tire that was mounted on a fifth wheel.

Some examples of cars of the period included:
 * 1907 Takuri—the first entirely Japanese-made gasoline engine car produced by Komanosuke Uchiyama in April 1907. Also, in Japan, the Hatsudoki Seizo Co. Ltd. is formed, which was later renamed in 1951 as Daihatsu Kōgyō Kabushiki-gaisha.
 * 1908–1927 Ford Model T—the era's most widely produced and available four-seater car. It used a planetary transmission and had a pedal-based control system. Ford T was proclaimed the most influential car of the 20th century in the international Car of the Century awards.
 * 1909 Hudson Model 20—named after its rated power output and sold on its first market for US$900.
 * 1909 Morgan Runabout—a popular cyclecar, cyclecars were sold in greater quantities than four-seater cars in this period.
 * 1910 Mercer Raceabout—regarded as one of the first sports cars, the Raceabout expressed the exuberance of the driving public, as did the similarly conceived American Underslung and Hispano-Suiza Alphonso.
 * 1910–1920 Bugatti Type 13—a notable racing and touring model with advanced engineering and design. Similar models were Types 15, 17, 22, and 23.
 * 1914–1917 Dattogo—a two-cylinder, 10 hp "all-Japanese" car manufactured in seven units by the Kaishinsha Motor Works operated by Masujiro Hashimoto in Tokyo, while importing, assembling, and selling British cars. Kaishinsha was the first automobile manufacturing business in Japan.
 * 1917 Mitsubishi Model A—an all hand-built car built by Japanese company Mitsubishi in limited numbers for Japanese executives.

Vintage era

The vintage era lasted from the end of World War I (1918) until the Wall Street Crash at the end of 1929. During this period, the front-engine car layout dominated, with closed bodies and standardized controls becoming the norm. In 1919, 90 percent of cars sold were open; by 1929, 90 percent were closed. Development of the internal combustion engine continued at a rapid pace, with multivalve and overhead camshaft engines produced at the high end, and V8, V12, and even V16 engines conceived for the ultrarich. Also in 1919, hydraulic brakes were invented by Malcolm Loughead (cofounder of Lockheed); they were adopted by Duesenberg for their 1921 Model A. Three years later, Hermann Rieseler of Vulcan Motor invented the first automatic transmission, which had two-speed planetary gearbox, torque converter, and lockup clutch; it never entered production. (It would only become an available option in 1940.) Just at the end of the vintage era, tempered glass (now standard equipment in side windows) was invented in France. In this era, the pontoon design of cars without fully articulated fenders, running boards, and other non-compact ledge elements were introduced in small series. Still, mass production of cars with these features began after World War II.

American auto companies in the 1920s expected they would soon sell six million cars a year but did not do so until 1955. Numerous companies disappeared. Between 1922 and 1925, the number of US passenger car builders decreased from 175 to 70. H. A. Tarantous, managing editor of "MoToR Member Society of Automotive Engineers", in a New York Times article from 1925, suggested many were unable to raise production and cope with falling prices (due to assembly line production), especially for low-priced cars. The new pyroxylin-based paints, eight-cylinder engines, four-wheel brakes, and balloon tires were the biggest trends for 1925.

Examples of period vehicles:
 * 1922–1939 Austin 7—a widely copied vehicle serving as a template for many cars such as BMW and Nissan.
 * 1922–1931 Lancia Lambda—an advanced car for the time, was the first to feature a load-bearing monocoque and independent front suspension.
 * 1924–1929 Bugatti Type 35—one of the most successful racing cars with over 1,000 victories in five years.
 * 1925–1928 Hanomag 2/10 PS—early example of pontoon styling.
 * 1927–1931 Ford Model A (1927–1931)—after keeping the brass-era Model T in production for too long, Ford broke from the past by restarting its model series with the 1927 Model A. More than four million were produced, making it the bestselling model of the era. The Ford Model A was a prototype for beginning Soviet mass car production (GAZ A).
 * 1930 Cadillac V-16—developed at the height of the vintage era, the V16-powered Cadillac would join Bugatti's Royale as a legendary ultraluxury car of the era.

Pre-war era

The pre-war part of the classic era began with the Great Depression in 1930, and ended with the recovery after World War II, commonly placed during 1946. It was in this period that integrated fenders and fully-closed bodies began to dominate sales, with the new saloon/sedan body style even incorporating a trunk or boot at the rear for storage. The old open-top runabouts, phaetons, and touring cars were largely phased out by the end of the classic era as wings, running boards, and headlights were gradually integrated with the body of the car.

By the 1930s, most of the mechanical technology used in today's automobiles had been invented, although some ideas were later "re-invented" and credited to others. For example, front-wheel drive was re-introduced by André Citroën with the launch of the Traction Avant in 1934. However, cars with front-wheel drive were made several years earlier in road cars produced by Alvis and Cord as well as in racing cars by Miller (and may have appeared as early as 1897). In the same vein, the independent suspension was initially developed by Amédée Bollée in 1873, but not put in production until the low-volume Mercedes-Benz 380 in 1933, and later by other automakers using the design. In 1930, the number of auto manufacturers declined sharply as the industry consolidated and matured, thanks in part to the effects of the Great Depression.

Examples of pre-war automobiles:
 * 1932–1939 Alvis Speed 20—the first with all-synchromesh gearbox
 * 1932–1948 Ford V-8 (Model B)—introduction of the flathead V8 in mainstream vehicles
 * 1934–1938 Tatra 77—first serial-produced car with an aerodynamical design
 * 1934–1940 Bugatti Type 57—a refined automobile for the wealthy
 * 1934–1956 Citroën Traction Avant—first mass-produced front-wheel drive car, built with monocoque chassis
 * 1936–1955 MG T series—sports cars
 * 1938–2003 Volkswagen Beetle—a design that was produced for over 60 years with over 20 million units assembled in several countries
 * 1936–1939 Rolls-Royce Phantom III—V12 engine

Postwar era

A significant change in automobile design since World War II was the popularity of pontoon style, in which running boards were eliminated and fenders were incorporated into the body. Among the first representatives of the style were the Soviet GAZ-M20 Pobeda (1946), British Standard Vanguard (1947), US Studebaker Champion, and Kaiser (1946), as well as the Czech Tatra T600 Tatraplan (1946) and the Italian Cisitalia 220 sports car (1947).

Automobile design and production finally emerged from the military orientation and the shadow of war in 1949, the year high-compression V8 engines and modern bodies from General Motors's Oldsmobile and Cadillac brands were introduced. Hudson presented the "step-down" design with the 1948 Commodore, which placed the passenger compartment down inside the perimeter of the frame, that was one of the first new-design postwar cars made, and it featured trend-setting slab-side styling. The unibody/strut-suspended 1951 Ford Consul joined the 1948 Morris Minor and 1949 Rover P4 in the automobile market in the UK. In Italy, Enzo Ferrari was beginning his 250 series, just as Lancia introduced the revolutionary V6-powered Aurelia.

Throughout the 1950s, engine power and vehicle speeds rose, designs became more integrated and artful, and automobiles were marketed internationally. Alec Issigonis's Mini and Fiat's 500 diminutive cars were introduced in Europe, while the similar kei car class became popular in Japan. The Volkswagen Beetle continued production after World War II and began exports to other nations, including the US. At the same time, Nash introduced the Nash Rambler, the first successful modern compact car made in the US, while the standard models produced by the "Big Three" domestic automakers grew larger, featuring increasing amounts of chrome trim, and luxury as exemplified by the Cadillac Eldorado Brougham. The markets in Europe expanded with new small-sized automobiles, as well as expensive grand tourers (GT), like the Ferrari America.

The market changed in the 1960s, as the US "Big Three" automakers began facing competition from imported cars, European makers adopted advanced technologies, and Japan emerged as a car-producing nation. Japanese companies began to export some of their more popular cars in Japan internationally, such as the Toyota Corolla, Toyota Corona, Nissan Sunny, and Nissan Bluebird in the mid-1960s. The success of American Motors's compact-sized Rambler models spurred GM and Ford to introduce their own downsized cars in 1960. Performance engines became a focus of marketing by US automakers, exemplified by the era's muscle cars. In 1964, the Ford Mustang developed a new market segment, the pony car. New models to compete with the Mustang included the Chevrolet Camaro, AMC Javelin, and Plymouth Barracuda.

Captive imports and badge engineering increased in the US and the UK as amalgamated groups such as the British Motor Corporation consolidated the market. BMC's space-saving and trend-setting transverse engine, front-wheel-drive, independent suspension and monocoque bodied Mini, which first appeared in 1959, was marketed under the Austin and Morris names, until Mini became a marque in its own right in 1969. Competition increased, with Studebaker, a pioneering automaker, shutting down. The trend for consolidation reached Italy, where niche makers like Maserati, Ferrari, and Lancia were acquired by larger companies. By the decade's end, the number of automobile marques had been greatly reduced.

Technology developments included the widespread use of independent suspensions, wider application of fuel injection, and an increasing focus on safety in automotive design. Innovations during the 1960s included NSU's Wankel engine, the gas turbine, and the turbocharger. Of these, only the last endured, pioneered by General Motors, and adopted by BMW and Saab, later seeing mass-market use during the 1980s by Chrysler. Mazda continued developing its Wankel engine despite problems in longevity, emissions, and fuel economy. Other Wankel licensees, including Mercedes-Benz and GM, never produced their designs because of engineering and manufacturing problems and the need for greater fuel economy after the 1973 oil crisis.

The 1970s were turbulent years for automakers and buyers, with prominent events reshaping the industry, such as the 1973 oil crisis, stricter automobile emissions control and safety requirements, increasing exports by the Japanese and European automakers, as well as growth in inflation and the stagnant economic conditions in many nations. Smaller-sized cars grew in popularity. During the Malaise era, the US saw the establishment of the subcompact segment with the introduction of the AMC Gremlin, followed by the Chevrolet Vega and Ford Pinto. The station wagon (estate, break, kombi, universal) body design was popular, as well as increasing sales of noncommercial all-wheel drive off-road vehicles.

Toward the end of the 20th century, the US Big Three (GM, Ford, and Chrysler) partially lost their leading position. Japan became a leader in car production for a time, and cars began to be mass manufactured in new Asian, East European, and other countries.

Examples of postwar cars:
 * 1946–1958 GAZ-M20 Pobeda—Soviet car with full pontoon design
 * 1947–1958 Standard Vanguard—British mass-market car with a complete pontoon design
 * 1948–1971 Morris Minor—an early postwar car exported around the world
 * 1953–1971 Chevrolet Bel Air and 1953–2002 Cadillac Eldorado Brougham—first generations were representative of tailfin design
 * 1955–1976 Citroën DS—aerodynamic design and innovative technology, awarded third place as Car of the 20th Century
 * 1959–2000 Mini—a radical and innovative small car that was manufactured for four decades; awarded second place as Car of the 20th Century
 * 1960-1990 Volkswagen Brasília
 * 1961–1975 Jaguar E-Type—a classic sports car design
 * 1963–1989 Porsche 911—a sports car was awarded fifth place as Car of the 20th Century
 * 1964–present Ford Mustang—the pony car that became one of the bestselling cars of the era
 * 1966–end of the 20th century Fiat 124—an Italian car that was produced under license in many other countries including the Soviet Union
 * 1966–1971 Subaru 1000—one of the first Japanese built sedans using a boxer engine, front wheel drive and introducing the "double offset joint" driveshaft to the front wheels
 * 1967 NSU Ro 80—the basic wedge profile of this design was emulated in subsequent decades, unlike its Wankel engine
 * late 1960s–early 1980s Gurgel BR-800
 * late 1960s–early 1980s Gurgel Supermini
 * 1969 Nissan S30—Japanese sports car
 * 1977–present Lada Niva—the first mass-produced full-time all-wheel drive car

Modern era

The modern era is normally defined as the 40 years preceding the current year. The modern era has been one of increasing standardization, platform sharing, and computer-aided design—to reduce costs and development time—and of increasing use of electronics for both engine management and entertainment systems.

Some contemporary developments are the proliferation of front- and all-wheel drive, the adoption of the diesel engine, and the ubiquity of fuel injection. Most modern passenger cars are front-wheel-drive monocoque or unibody designs with transversely mounted engines.

Body styles have changed as well in the modern era. Three types, the hatchback, sedan, and sport utility vehicle, dominate today's market. All initially emphasized practicality, but have mutated into today's high-powered luxury crossover SUV, sports wagon, and two-volume Large MPV. The rise of pickup trucks in the US and SUVs worldwide has changed the face of motoring, with these "trucks" coming to command more than half of the world's automobile market. There was also the introduction of the MPV class (smaller noncommercial passenger minivans), among the first of which were the French Renault Espace and the Chrysler minivan versions in the US.

The modern era has also rapidly improved fuel efficiency and engine output. The automobile emissions concerns have been eased with computerized engine management systems.

The financial crisis of 2007–2008 cut almost a third of light vehicle sales from Chrysler, Toyota, Ford, and Nissan. It also subtracted about a fourth of Honda's sales and a seventh of sales from General Motors.

Since 2009, China has become the world's largest car manufacturer, producing more than Japan, the US, and Europe. Besides the increasing car production in Asia and other countries, there has been growth in transnational corporate groups, with the production of transnational automobiles sharing the same platforms and badge engineering or rebadging to suit different markets and consumer segments.

Since the end of the 20th century, several award competitions for cars and trucks have become widely known, such as European Car of the Year, Car of the Year Japan, North American Car of the Year, World Car of the Year, Truck of the Year, and International Car of the Year.

Examples of modern cars:
 * 1966–1992 Oldsmobile Toronado—First modern-era American car with front-wheel drive as well as introduced electronic antilock braking system and airbag.
 * 1972–present Mercedes-Benz S-Class—Seat belt pretensioner, and electronic traction control system
 * 1975–present BMW 3 Series—the 3 Series has been on Car and Driver magazine's annual Ten Best list 17 times
 * 1977–present Honda Accord saloon/sedan—a Japanese sedan that became popular in the US
 * 1983–present Chrysler minivans—the two-box minivan design nearly pushed the station wagon out of the market
 * 1984–present Renault Espace—first mass one-volume car of noncommercial MPV class
 * 1986–2019 Ford Taurus—a midsized front-wheel drive sedan that dominated the US market in the late 1980s
 * 1997–present Toyota Prius—launched in the Japanese market and became a popular hybrid electric vehicle in many markets.
 * 1998–present Ford Focus—a popular hatchbacks and Ford's bestselling world car
 * 2008–2012 Tesla Roadster—first highway-capable all-electric vehicle in serial production for sale in the US in the modern era. It sold about 2,500 units worldwide.
 * 2008–2013 BYD F3DM—first highway-capable series production plugin hybrid, launched in China in December 2008, sold over 2,300 units.
 * 2009–present, Mitsubishi i-MiEV—first highway-capable series production all-electric car, launched in Japan in July 2009 for fleet customers and in April 2010 for retail customers. Rebadged versions of the i-MiEV are sold in Europe by PSA Peugeot Citroën (PSA) as the Peugeot iOn and Citroën C-Zero.
 * 2010–present, Nissan Leaf and Chevrolet Volt—all-electric car and plugin hybrid correspondingly, launched in December 2010, are the world's top-selling mass production vehicles of their kind., global Volt sales totaled over 100,000. Nissan Leaf global sales achieved the 300,000 unit milestone in January 2018, making the Leaf the world's all-time bestselling highway-capable electric car in history.
 * 2012–present, Tesla Model S—Plugin electric vehicle was ranked the world's bestselling plugin electric vehicle in 2015. It was also named car of the century by Car and Driver.

Early sources

 * Includes photos of many c. 1906 special purpose automobiles.

title: History of the automobile


text:
Wikipedia:Articles for deletion/42 Disambiguous

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. — Xezbeth 20:06, Jun 16, 2005 (UTC)

42 Disambiguous

 * Has only one use other than the year, and the year has a link to it saying "Alternate uses: see 42 Disambiguous". Why can't we just have the header say "Alternate use: 42 (number)" and then have this redundant article deleted?? Georgia guy 14:30, 3 Jun 2005 (UTC)
 * Delete and on the 42 page use the Number_42 redirect to 42 (number). (This is what is done on the 41, 40, 39, ... pages, so the revision would be consistent.) :) — RJH 14:58, 3 Jun 2005 (UTC)
 * ... or simply revert the edits by Jtkiefer to these versions, which use the template, as I have just done. Uncle G 02:47, 2005 Jun 4 (UTC)
 * Neutral I did this originally in the hope that there would me more examples of 42 that could be added and linked to by the disambiguous page (and yes I'm sure there are other uses) though I understand why it may be unneccessary so either way is ok with me. Jtkiefer 21:03, Jun 3, 2005 (UTC)
 * I'm sure there are other uses — Please describe one for us. Uncle G 02:47, 2005 Jun 4 (UTC)
 * Del; besides the incorrect, and thereby misleading and confusing title, the precedent cited by RJHall is sound. --Jerzy·t 01:35, 9 Jun 2005 (UTC)

 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages.  Please do not edit this page .

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


text:
Talk:Up and down the river

This game may exist under a different name.

title: Talk:Up and down the river


text:
Talk:Rick Hansen

Untitled
Can someone provide the ISBNs for his books? Circeus 14:31, Jun 3, 2005 (UTC)

 * Man in Motion - ISBN 0888945604
 * Going the Distance : 7 Steps to Personal Change - ISBN 1550541196
 * Those are the only ones I found. Mindmatrix 14:56, 3 Jun 2005 (UTC)

What's the relevance of the fact that the school that his daughters are "thinking" of attending has a french immersion program? i'm dropping it. sh

Norwegian or Danish descent?
I thought he was of Danish descent....where is the source that says he's of Norwegian descent? There's nothing in the article...just in the categoriesSkookum1 (talk) 13:55, 10 February 2009 (UTC) he was also the best wheel chair marathoner in the world. — Preceding unsigned comment added by 50.101.200.237 (talk) 20:22, 8 May 2013 (UTC)

More sources and more neutrality
This article is decent, but it borrows way too heavily from the one reference cited, and reads somewhat like a press release; there's a lot of emphasis on his accomplishments and honorary degrees, but not really much in the way of background details. The list of awards can probably go, while the bio section should probably be expanded. This article has real potential, but it's not there yet.--Aervanath (talk) 11:38, 31 May 2009 (UTC)

Man in Motion
shouldn't "Man in Motion" have its own article? 76.66.194.4 (talk) 03:57, 22 March 2010 (UTC)

Awards and Honours
I'm not sure if I managed to get my explanation saved in the revision history, but the fact that Hansen received an Honorary Doctor of Laws from the University of Alberta in November 2011 has been added, and that he received his UBC honorary degree in 1987 (previously, there was no year mentioned). Evidence: http://digitalcollections.library.ubc.ca/cdm4/item_viewer.php?CISOROOT=/ubcnew&CISOPTR=19753&CISOBOX=1&REC=1 — Preceding unsigned comment added by 68.151.201.51 (talk) 07:53, 26 November 2011 (UTC)

Removed info?
What is up with this edit, and the ones following it? Makes it sound like a fluff piece and violation of WP:NPOV. —Preceding undated comment added 10:14, 14 February 2016 (UTC)

Add segestion
i think that there should be a section just devoted to only his struggles i case people are just looking for struggles he had to overcome — Preceding unsigned comment added by 2607:FEA8:68DF:FC35:B9E9:EAEF:9165:3A5C (talk) 21:01, 15 September 2017 (UTC)

External links modified
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External links modified (January 2018)
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I have just modified 2 external links on Rick Hansen. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20140315124337/http://www.rickhansen.com/language/en-CA/What-We-Do/Planat.aspx to http://www.rickhansen.com/language/en-CA/What-We-Do/planat.aspx
 * Added archive https://web.archive.org/web/20140927180529/http://www.rickhansenrelay.com/en/about-the-relay.aspx to http://www.rickhansenrelay.com/en/about-the-relay.aspx

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The Rick Hansen Foundation section is not even close to WP:NPOV
Almost the entire section is full of fluff words and marketing jargon. 207.194.2.34 (talk) 17:25, 9 September 2019 (UTC)

Rick Hansen isn't the CEO of the Rick Hansen Foundation
According to the official Rick Hansen Website, Rick Hansen is the Founder of the Rick Hansen Foundation, not the CEO. The CEO is Doramy Ehling. I don't know how to properly edit a Wikipedia page, or if the website is incorrect, so I'm putting this here in the hopes that someone who knows more than I do can fix it. 24.72.16.118 (talk) 21:18, 18 September 2020 (UTC)

title: Talk:Rick Hansen


text:
User:Dkkicks

Hello. My name is David Kauffman. Dkkicks (talk) 18:31, 19 April 2011 (UTC)

==Leave me a note!==

 * Too bad. Really wanted to see the Yanks and (Red) Sox go at it again.  Just remember, you won last year, you get to "die in peace." -Stephen
 * Hi Dave! Dan 19:52, 12 December 2006 (UTC)
 * Wallace and Gromit are British! — Preceding unsigned comment added by Rob Balchunas (talk • contribs)

title: User:Dkkicks


text:
Roman Sikorski

Roman Sikorski (July 11, 1920 – September 12, 1983) was a Polish mathematician.

Biography
Sikorski was a professor at the University of Warsaw from 1952 until 1982. Since 1962, he was a member of the Polish Academy of Sciences.

Sikorski's research interests included: Boolean algebras, mathematical logic, functional analysis, the theory of distributions, measure theory, general topology, and descriptive set theory.

Works

 * Boolean Algebras (1960)
 * Funkcje rzeczywiste (t. 1–2 1958–59)
 * The Mathematics of Metamathematics (1963, together with Helena Rasiowa)
 * Rachunek rózniczkowy i całkowy — funkcje wielu zmiennych (1967)

title: Roman Sikorski


text: User talk:84.68.27.148

title: User talk:84.68.27.148


text:
Orphenadrine

Orphenadrine (sold under many brand names) is an anticholinergic drug of the ethanolamine antihistamine class; it is closely related to diphenhydramine. It is a muscle relaxant that is used to treat muscle pain and to help with motor control in Parkinson's disease, but has largely been superseded by newer drugs. It is considered a dirty drug due to its multiple mechanisms of action in different pathways. It was discovered and developed in the 1940s.

Medical use
Orphenadrine is a skeletal muscle relaxant. It is used to relieve pain caused by muscle injuries such as strains and sprains, in combination with rest and physical therapy. A 2004 review found fair evidence that orphenadrine is effective for acute back or neck pain, but found insufficient evidence to establish the relative efficacy of the drug in relation to other drugs in the study.

Orphenadrine and other muscle relaxants are sometimes used to treat pain arising from rheumatoid arthritis but there is no evidence they are effective for that purpose.

In 2003, a Cochrane Review of the use of anticholinergic drugs to improve motor function in Parkinson's disease found that as a class, the drugs are useful for that purpose; it identified one single-site randomised, cross-over study of orphenadrine vs placebo. Although orphenadrine and other anticholinergics have largely been superseded by other drugs; they have a use in alleviating motor function symptoms, and appear to help about 20% of people with Parkinson's.

Side effects
Orphenadrine has the side effects of the other common antihistamines in large part. Stimulation is somewhat more common than with other related antihistamines, and is especially common in the elderly. Common side effects include dry mouth, dizziness, drowsiness, constipation, urine retention, blurred vision, and headache. Its use in Parkinson's is especially limited by these factors.

Orphenadrine is contraindicated in patients with glaucoma, myasthenia gravis, sphincter relaxation disorders, digestive problems such as peptic ulcers, bowel obstruction, or with enlarged prostate, bladder disorders; that is, they should not consume this drug.

Continuous and/or cumulative use of anticholinergic medications, including first-generation antihistamines, is associated with higher risk of cognitive decline and dementia in older people.

Pharmacology
Orphenadrine is known to have these pharmacological properties:

 * Nonselective mACh receptor antagonist (anticholinergic, 58% as potent as atropine) Various monographs and package inserts, nursing manuals, journal articles and so forth have proposed the theory that this anticholinergic (atropine-like) activity, NMDA antagonism and possible local anaesthetic and miscellaneous analgesic effects may be the reason for orphenadrine's efficacy against muscle and other pain. These reasons are behind the use of orphenadrine and other drugs of a number of types which are used with paracetamol, aspirin, naproxen, and similar agents with or without opioid analgesics to more effectively manage pain of various types.
 * H1 receptor antagonist (antihistamine)
 * NMDA receptor antagonist (Ki value of 6.0 ± 0.7 μM, one hundred times less potent than phencyclidine, which binds with a Ki of 59 nM)
 * NDRI (norepinephrine and dopamine reuptake inhibitor)
 * Nav1.7, Nav1.8, and Nav1.9 sodium channel blocker
 * HERG potassium channel blocker

History
George Rieveschl was a professor of chemistry at the University of Cincinnati and led a research program working on antihistamines. In 1943, one of his students, Fred Huber, synthesized diphenhydramine. Rieveschl worked with Parke-Davis to test the compound, and the company licensed the patent from him. In 1947 Parke-Davis hired him as their Director of Research. While he was there, he led the development of orphenadrine, an analog of diphenhydramine.

Prior to the development of amantadine in the late 1960s and then other drugs, anticholinergics like orphenadrine were the mainstay of Parkinson's treatment.

Formulation
Orphenadrine has been available as a citrate salt and a hydrochloride salt; in the US as of February 2016 the citrate form was available in tablets, extended release tablets, compounding powder and by injection for acute use in a hospital setting.

Orphenadrine is often available mixed with aspirin, paracetamol/acetaminophen, ibuprofen, caffeine, and/or codeine.

The brand names Norflex and Norgesic are formulations of the citrate salt of orphenadrine and Disipal is the hydrochloride salt.

Chemistry
Orphenadrine is a derivative of diphenhydramine with a methyl group added to one of the phenyl rings.

Stereochemistry
Orphenadrine has a chiral center and two enantiomers. When employed as a therapeutic agent, it is typically supplied as the racemate.

title: Orphenadrine


text:
List of Stanford University faculty and staff

This page lists faculty and staff members of Stanford University.

Presidents
Acting presidents were temporary appointments. Swain served while Wilbur was United States Secretary of the Interior under Herbert Hoover; Eurich and Faust after the unexpected death of Tresidder.

{{legend|wheat|Acting University president (*)|border=1px solid #AAAAAA}}
 * Color key

Provosts
The position was created in 1952.

Chancellors
This position is often empty and has always been held by a former president.

School Deans
Though Stanford did not originally have schools, over the years the departments have all been collected into schools.

{{legend|wheat|Acting Dean (*)|border=1px solid #AAAAAA}}
 * Color key

Aeronautics and astronautics

 * Sigrid Close, Associate Professor, Aeronautics and Astronautics; Electrical Engineering
 * William F. Durand, Professor, Aeronautics and Astronautics; Mechanical Engineering; Electrical Engineering (1859–1958)
 * Charbel Farhat, Professor, Aeronautics and Astronautics; Mechanical Engineering
 * G. Scott Hubbard, Adjunct Professor, Aeronautics and Astronautics
 * Antony Jameson, emeritus Faculty, Aeronautics and Astronautics
 * Sanjay Lall, Professor, Aeronautics and Astronautics; Electrical Engineering
 * Bradford Parkinson, professor emeritus, Aeronautics and Astronautics
 * Stephen Rock, Professor, Aeronautics and Astronautics
 * Debbie Senesky, Assistant Professor, Aeronautics and Astronautics; Electrical Engineering
 * George Springer, emeritus Faculty, Aeronautics and Astronautics

Biology/biochemistry/medicine

 * George W. Beadle, professor of biology, co-winner of 1958 Nobel Prize in Physiology or Medicine (at Caltech at time of award)
 * Paul Berg, emeritus (active) professor of biochemistry, co-winner of 1980 Nobel Prize in Chemistry, pioneer in recombinant DNA technology
 * David Botstein, former professor of genetics, pioneer in Human Genome Project
 * Patrick O. Brown, professor of biochemistry, inventor of DNA microarray technology
 * Eugene C. Butcher, professor of pathology, 2004 Crafoord Prize winner
 * Stanley Norman Cohen, professor of genetics and medicine, accomplished the first transplantation of genes between cells; winner of National Medal of Science, National Medal of Technology, inducted into National Inventors Hall of Fame
 * Carl Degler, professor of history, Pulitzer Prize for History (1972)
 * William C. Dement, professor of psychiatry and behavioral sciences, pioneer in sleep research
 * Christian Guilleminault, professor of psychiatry and behavioral sciences, pioneer in sleep research
 * Paul R. Ehrlich, professor of biology, 1990 Crafoord Prize winner
 * James Ferrell, systems biologist and the first chair of the Dept. of Chemical and Systems Biology from its establishment until 2011
 * Andrew Z. Fire, professor of genetics and pathology, winner of the 2006 Nobel Prize in Physiology or Medicine
 * Thomas J. Fogarty, clinical professor of surgery; member of National Inventors Hall of Fame; owner of more than 100 surgical patents, including the Fogarty balloon catheter
 * Toby Freedman Space Medicine
 * Jessica Hellmann, professor of ecology at the University of Minnesota, director of the Institute on the Environment
 * Daniel Herschlag, senior associate dean at Stanford University School of Medicine, graduate education and postdoctoral affairs and professor of biochemistry and, by courtesy, of chemistry
 * Leonard Herzenberg, professor of genetics, winner of Kyoto Prize for development of fluorescent-activated cell sorting
 * Andrew D. Huberman, professor of Neurobiology and Ophthalmology, known for discoveries of brain function, plasticity and regeneration
 * David Katzenstein, virologist and AIDS researcher and associate medical director of the AIDS Clinical Trial Unit at Stanford
 * Robert Kerlan Sports Medicine pioneer
 * Peter S. Kim, professor of biochemistry, former president of Merck Research Laboratories (MRL), 2003–2013
 * Brian Kobilka, professor in medical school, 2012 Nobel Prize winner in chemistry
 * Arthur Kornberg, professor of biochemistry, winner of 1959 Nobel Prize in Physiology or Medicine
 * Roger D. Kornberg, professor of structural biology, winner of 2006 Nobel Prize in Chemistry
 * William Langston, neurologist; founder, CEO, and scientific director of the Parkinson's Institute
 * Joshua Lederberg, founder of the Stanford Department of Genetics, co-recipient of 1958 Nobel Prize in Physiology or Medicine
 * Michael Levitt, professor in medical school, 2013 Nobel prize winner in chemistry
 * Kate Lorig, chronic disease self-management, patient education, director of the Stanford Patient Education Center
 * Nicole Martinez-Martin, assistant professor of biomedical ethics, ethics of AI and digital health, STS
 * José Gilberto Montoya, professor in medical school, founder of the Immunocompromised Host Service
 * Peter Raven, professor of botany; coauthor with Paul Ehrlich in 1964 of the seminal work Butterflies and Plants: A Study in Coevolution; Missouri Botanical Garden, 1971–2010; board of trustees of National Geographic; International Prize for Biology, 1986; Pontifical Science Academy; Time Magazine "Hero for the Planet" 1999
 * Robert Sapolsky, John A. and Cynthia Fry Gunn Professor in Biological Sciences, Neurology & Neurological Sciences, and Neurosurgery; author and recipient of awards including MacArthur Fellowship genius grant, an Alfred P. Sloan Fellowship, and the Klingenstein Fellowship in Neuroscience
 * Matthew P. Scott, professor of developmental biology, discoverer of homeobox genes
 * Oscar Elton Sette, lecturer and Chief of Ocean Research, pioneer of fisheries oceanography and modern fisheries science
 * Norman Shumway, professor at Stanford Medical School, father of the heart transplantation technique
 * Lubert Stryer, professor of biology, 2006 National Medal of Science winner, known for micro-array gene chip
 * Thomas Sudhof, professor at Stanford Medical School, winner of 2013 Nobel Prize in Physiology or Medicine
 * Edward L. Tatum, co-winner of 1958 Nobel Prize in Physiology or Medicine (at Rockefeller Institute for Medical Research at time of award)
 * Jared Tinklenberg, professor of psychiatry and behavioral sciences
 * Donald Redelmeier, internist, Professor of Medicine at University of Toronto, noted expert in medical decision making

Chemistry

 * Carolyn R. Bertozzi, professor of chemistry, winner of 2022 Nobel Prize in Chemistry
 * Carl Djerassi, professor emeritus in chemistry; father of birth control pill; winner of National Medal of Science, National Medal of Technology, and Wolf Prize; inducted into National Inventors Hall of Fame
 * Paul Flory, former professor of chemistry, winner of 1974 Nobel Prize in Chemistry
 * William Johnson, former professor in chemistry, National Medal of Science winner
 * Harden M. McConnell, professor emeritus in chemistry, National Medal of Science winner
 * Vijay S. Pande, associate professor in the Chemistry Department, founder of Folding@home distributed computing project
 * Linus Pauling, former professor in chemistry, Nobel prize winner in Chemistry (1954) and in Peace (1962)
 * John Ross, professor emeritus in chemistry, National Medal of Science winner
 * Henry Taube, former professor in chemistry, winner of 1983 Nobel Prize in Chemistry
 * Richard Zare, professor in chemistry, winner of National Medal of Science and Wolf Prize

Graduate School of Business

 * Edward Lazear, former chairman of the Council of Economic Advisers (2006–2009); professor, Graduate School of Business; Hoover Fellow

Communication

 * Clifford Nass, co-creator of The Media Equation theory of human-computer interaction
 * Darwin Teilhet, mystery novelist, taught journalism at Stanford

Computer science

 * Vinton Cerf, former faculty, Turing Award-winning computer scientist
 * Douglas Engelbart, Turing award-winning computer scientist, inventor of the computer mouse, former researcher, inducted into National Inventors Hall of Fame
 * Edward Feigenbaum, Turing award-winning computer scientist, father of expert system, coinventor of Dendral
 * Robert Floyd, former faculty, Turing award-winning computer scientist
 * Alexandra Illmer Forsythe, wrote the first series of introductory computer science textbooks
 * George Forsythe, founder of the Department of Computer Science and president of the Association for Computing Machinery
 * Gene Golub, former faculty, a leading authority in numerical matrix analysis, inventor of the algorithm for Singular Value Decomposition (SVD)
 * David Gries, former faculty. First text on compilers, winner of four national education awards
 * Leonidas J. Guibas, Allan Newell award-winning pioneer in data structures and geometric algorithms
 * John L. Hennessy, pioneer in RISC, president of Stanford
 * Sir Antony Hoare, former faculty, Turing award-winning computer scientist
 * John Hopcroft, former faculty, Turing award-winning computer scientist
 * Alan Kay, former faculty, Turing award-winning computer scientist
 * Donald Knuth, professor emeritus, computer science pioneer, creator of TeX, author of The Art of Computer Programming, Turing award winner
 * Daphne Koller, professor in CS
 * John Koza, pioneer in genetic programming
 * Barbara Liskov, first woman to earn a Ph.D. in CS from Stanford, Turing award-winning computer scientist
 * John McCarthy, responsible for the coining of the term Artificial Intelligence, and inventor of the Lisp programming language and time sharing, Turing award winner
 * Edward McCluskey, professor in EE, IEEE John Von Neumann Prize winner
 * Robert Metcalfe, former faculty, co-inventor of Ethernet, inducted into National Inventors Hall of Fame
 * Robin Milner former faculty, Turing award-winning computer scientist
 * Allen Newell Turing award-winning computer scientist
 * Andrew Ng, faculty in CS, winner of 2010 IJCAI Computers and Thought Award
 * John Ousterhout, faculty in CS, winner of Grace Murray Hopper Award
 * Amir Pnueli postdoc, Turing award-winning computer scientist
 * Raj Reddy, former faculty, Turing award-winning computer scientist
 * Ronald Rivest former faculty, Turing award-winning computer scientist
 * Tim Roughgarden, faculty in CS, winner of Grace Murray Hopper Award
 * Arthur Samuel, former faculty; pioneer in the field of computer gaming and artificial intelligence; his checkers-playing program appears to be the world's first self-learning program, and an early demonstration of the fundamental concept of artificial intelligence (AI)
 * Dana Scott, former faculty, Turing award-winning computer scientist
 * Robert Tarjan, former faculty, Turing award-winning computer scientist
 * Sebastian Thrun, director of Stanford AI LAB; team leader of Stanford driverless car racing team, whose entry Stanley won the 2005 DARPA grand challenge
 * Jeff Ullman, professor in CS, IEEE John Von Neumann prize winner
 * Terry Winograd, faculty in CS, winner of 2010 IJCAI Computers and Thought Award
 * Keith Winstein, faculty in CS, author of Mosh
 * Niklaus Wirth former faculty, Turing award-winning computer scientist, inventor of PASCAL
 * Andrew Yao, former faculty, Turing award-winning computer scientist
 * William Yeager, inventor of multi-protocol internet router

Economics

 * Kenneth J. Arrow, Nobel Prize-winning economics professor
 * Gary Becker, Nobel Prize-winning economics professor, Hoover Institution
 * Ben Bernanke, Chairman of the United States Federal Reserve
 * Gérard Debreu, Nobel Prize winner in economics, former staff
 * Milton Friedman, Nobel Prize-winning economics professor, Hoover Institution
 * Francisco Gil Díaz, economist, former Secretary of Finance of Mexico
 * Avner Greif, economist
 * Caroline Hoxby, professor of economics
 * Ro Khanna, visiting lecturer of economics (2012–2016), deputy assistant secretary in the United States Department of Commerce (2009–2011), U.S. Congressman (2017–present)
 * Jonathan Levin, professor of economics, won the 2011 John Bates Clark Medal
 * Paul Milgrom, Nobel Prize-winning economics professor, Hoover fellow
 * Douglass North, Nobel Prize-winning economics professor, Hoover Institution
 * Paul Romer, Nobel Prize-winning economics professor
 * Alvin E. Roth, Nobel prize-winning economics professor
 * Myron Scholes, Nobel Prize-winning economics professor
 * William F. Sharpe, professor emeritus, School of Business, Nobel prize winner
 * Thomas Sowell, economist and popular author, senior fellow at the Hoover Institution
 * Michael Spence, professor emeritus, School of Business, Nobel prize winner in economics
 * Joseph Stiglitz, professor emeritus, School of Business, Nobel prize winner in economics
 * John B. Taylor, economist, Hoover Fellow, developed the Taylor rule, Under Secretary of the Treasury for International affairs
 * Robert B. Wilson, Nobel Prize-winning economics professor

Education

 * Margaret Lee Chadwick, headmistress and founder of the Chadwick School and author
 * William Damon, pioneer in peer collaboration and project-based learning
 * Linda Darling-Hammond, education advisor to Barack Obama's presidential campaign
 * Nathaniel Gage, pioneer in the scientific understanding of teaching
 * Richard Wall Lyman, former provost of Stanford University
 * Fred Swaniker, co-founder of African Leadership Academy, CEO and co-founder of African Leadership University
 * Lewis Terman, creator of the Stanford Binet IQ test
 * John Willinsky, Open Access educator, activist and author

Engineering

 * Andreas Acrivos, former professor, National Medal of Science winner
 * Stephen Barley, organizational theorist and developer of adaptive structuration, co-director of the Center for Work, Technology, and Organization
 * Sally Benson, professor of engineering
 * Arthur E. Bryson, Jr., professor emeritus in Aeronautics and Astronautics, father of modern optimal control theory
 * Roland Doré, former president of the Canadian Space Agency
 * William F. Durand, professor and head of Mechanical Engineering (1904–24), aerodynamics pioneer and chair of NASA forerunner NACA
 * Irmgard Flügge-Lotz, pioneer of discontinuous automatic control theory
 * Kenneth E. Goodson, mechanical engineer and endowed professor in the School of Engineering
 * William Webster Hansen, former professor, contributed to the development of microwave technology
 * Siegfried Hecker, professor, former director of Los Alamos National Lab
 * Ronald A. Howard, professor, father of decision analysis, founding director and former chairman of Strategic Decision Group
 * Mark Z. Jacobson, professor of engineering
 * Elizabeth Jens, NASA engineer
 * Rudolf Kálmán, former professor in EE, the father of modern control theory, noted for Kalman filter, National Medal of Science winner
 * Rudolf Kompfner, former professor, National Medal of Science winner
 * Bruce Lusignan, emeritus professor of electrical engineering, made contributions to communication satellites and reusable launch vehicles
 * Bridgette Meinhold, artist and author with a focus on sustainability
 * Dwight Nishimura, Addie and Al Macovski professor in the School of Engineering, who leads the Magnetic Resonance Systems Research Laboratory
 * William Perry (A.M. 1950), engineer, entrepreneur, diplomat, and 19th Secretary of Defense of the United States
 * Calvin Quate, professor, National Medal of Science winner
 * Paul V. Roberts, pioneer of environmental engineering
 * Stephen Timoshenko, pioneer of modern engineering mechanics
 * Powtawche Valerino, NASA JPL space navigation engineer
 * Giovanni De Micheli, former professor of Electrical Engineering
 * Teresa Meng, Reid Weaver Dennis Professor of Electrical Engineering

History

 * Thomas A. Bailey, professor of history, former Organization of American Historians president, former Society for Historians of American Foreign Relations president, author of numerous books on diplomatic history and the widely used textbook The American Pageant* Captain Edward L. Beach, Sr., USN (ret.), professor of military and naval history
 * Bipan Chandra, emeritus professor of history, Jawaharlal Nehru University, New Delhi and chairman, National Book Trust, New Delhi
 * Don E. Fehrenbacher, Pulitzer Prize winner author (1979, The Dred Scott Case: Its Significance in American Law & Politics); William Robertson Coe Professor of History and American Studies from 1953
 * Paula Findlen, professor of history of science
 * David M. Kennedy, professor of history and Pulitzer Prize-winning author
 * Mark Edward Lewis, Kwoh-Ting Li Professor of Chinese Culture
 * Sabine G. MacCormack, award-winning professor of late antique history
 * Aron Rodrigue, historian
 * Londa Schiebinger, professor of history of science
 * James J. Sheehan, professor of history and former American Historical Association president
 * Payson J. Treat (Ph.D. 1910), professor of Far Eastern history
 * Gordon Wright, professor of history, former American Historical Association president

International relations

 * Stephen D. Krasner, former director of policy planning (2005–2007) for the United States Department of State

Law

 * Benjamin Harrison, constitutional and international law professor and 23rd President of the United States
 * William Lerach, guest lecturer on securities and corporate law
 * Lawrence Lessig, IP and constitutional law professor
 * Richard Posner, associate professor and Chief Judge of the United States Court of Appeals for the Seventh Circuit

Linguistics

 * Jared Bernstein, Adjunct Professor
 * Eve V. Clark, Richard Lyman Professor in the Humanities, emerita
 * Michael C. Frank, associate professor of psychology and, by courtesy, of linguistics
 * Miyako Inoue, associate professor of anthropology and, by courtesy, of linguistics
 * Dan Jurafsky, professor of linguistics and of computer science, and chair, Department of Linguistics
 * Ronald M. Kaplan, Adjunct Professor
 * Lauri Karttunen, Adjunct Professor
 * Martin Kay, professor of linguistics
 * Paul Kay, Adjunct Professor
 * Paul V. Kiparsky, Anne T. and Robert M. Bass Professor in the School of Humanities and Sciences
 * Beth Levin, William H. Bonsall Professor in the Humanities
 * Jay McClelland, Lucie Stern Professor in the Social Sciences and Professor, by courtesy, of Linguistics
 * John R. Rickford, J. E. Wallace Sterling Professor in the Humanities, emeritus (recalled to active duty 2017–2019)
 * Elizabeth Traugott, professor of linguistics and of English, emerita
 * Tom Wasow, Clarence Irving Lewis Professor in Philosophy and professor of linguistics, emeritus and academic secretary to the university
 * Annie Zaenen, Adjunct Professor
 * Arnold M. Zwicky, Adjunct Professor

Literature and arts

 * Gerald M. Ackerman, Assistant Professor of Art History (1965–1971)
 * Judith Bettina, soprano
 * Bahram Beyzai, Persian playwright and filmmaker
 * Eavan Boland, Irish poet, professor
 * George Hardin Brown, medieval literature
 * Scott Bukatman, film and media professor
 * Albert Elsen, Walter A. Haas Professor in the Humanities (1968–1995)
 * Lowell Gallagher, literary theorist and associate professor, earned Ph.D. in 1989
 * Hans Ulrich Gumbrecht, literary theorist
 * John L'Heureux, novelist and creative writing professor
 * D. R. MacDonald, creative writing
 * Alexander Nemerov, professor of art and art history
 * Juan Bautista Rael, linguist and folklorist
 * Jack Rakove, professor in history, 1997 Pulitzer Prize winner
 * Adrienne Rich, poet and critic; 1974 winner of the National Book Award for Poetry; 2017 finalist for the Pulitzer Prize for Poetry
 * Wallace Stegner, 1972 winner of Pulitzer Prize for Fiction
 * Yvor Winters, poet and critic

Mathematics and statistics

 * Theodore W. Anderson, professor in statistics, NAS member
 * Harald Bohr (1887–1951), Danish Olympic silver medalist football player and mathematician; brother of Niels Bohr
 * Emmanuel Candès, professor in mathematics and statistics, winner of Alan Waterman award
 * Paul Cohen, former professor in mathematics, Fields Medal recipient, National Medal of Science winner
 * Brian Conrad, professor in mathematics
 * George Dantzig, former professor in operations research, inventor of the simplex algorithm, father of linear programming, National Medal of Science (1975) winner
 * Keith Devlin, executive director Center for the Study of Language and Information
 * Persi Diaconis, professor in statistics, MacArthur Fellow, NAS member
 * David Donoho, professor in statistics, MacArthur Fellow, NAS member
 * Bradley Efron, professor in statistics, inventor of bootstrap, National Medal of Science winner, MacArthur Fellow, NAS member
 * Solomon Feferman, professor in mathematics and philosophy, Schock Prize recipient
 * Jerome H. Friedman, professor in statistics, NAS member
 * Samuel Karlin, professor in mathematics, National Medal of Science winner
 * Joseph Keller, professor in mathematics, National Medal of Science winner
 * Maryam Mirzakhani, professor in mathematics, Fields Medal recipient
 * Amnon Pazy, Israeli mathematician; President of the Hebrew University of Jerusalem
 * George Pólya, former professor in mathematics, author of How to solve it
 * Richard Schoen, professor in mathematics, MacArthur Fellow, NAS member
 * David O. Siegmund, professor in statistics, NAS member
 * Charles Stein, professor in statistics, NAS member
 * Gábor Szegő, former professor in mathematics, founder of Stanford Math department
 * Robert Tibshirani, professor in statistics, NAS member
 * Ravi Vakil, professor in mathematics, one of seven four-time Putnam Fellows
 * Akshay Venkatesh, former professor in mathematics, Fields Medal recipient
 * Shing-Tung Yau, former professor in mathematics, Fields Medal recipient
 * Grant Sanderson, YouTuber, podcaster and owner of mathematics channel 3blue1brown, contributor to Khan Academy.

Political science

 * Coit D. Blacker, political science professor, special assistant to the President for National Security Affairs; and senior director for Russian, Ukrainian and Eurasian affairs, National Security Council; Executive Office of the President
 * Larry Diamond, professor, mentor, senior fellow at the Hoover Institute
 * Morris P. Fiorina, political scientist and author
 * Francis Fukuyama, senior fellow at the Center on Democracy, Development and the Rule of Law since 2010
 * Terry Karl, professor of Latin American studies
 * Alexander Kerensky (1881–1970), Russian revolutionary leader, Hoover Institute fellow
 * Condoleezza Rice, political science professor, Secretary of State
 * Douglas Rivers, political science professor, chief scientist of YouGov

Philosophy

 * Joshua Cohen, professor emeritus of philosophy
 * Lala Hardayal, lecturer, Indian freedom fighter
 * Patrick Suppes, National Medal of Science recipient, professor

Physics

 * Felix Bloch, 1952 Nobel Laureate, physics professor
 * Steven Chu, 1997 Nobel Prize-winning physics professor; professor at Stanford 1987–2004
 * Eric Cornell (B.S. 1985), 2001 Nobel Prize winner in physics
 * Jerome Friedman, 1990 Nobel prize winner in physics, worked at SLAC as research associate (1957–1960)
 * Sheldon Glashow, 1979 Nobel prize winner in physics, assistant professor (1961–1962)
 * Theodor Hänsch, 2005 Nobel prize winner in physics, worked at Stanford 1972–1986
 * Conyers Herring, physics professor and the winner of Wolf Prize in Physics in 1984/85
 * Robert Hofstadter, 1961 Nobel prize winner in physics, former professor
 * Henry Way Kendall, 1990 Nobel prize winner in physics, assistant professor at Stanford (1958–1961)
 * Willis Eugene Lamb, former professor, 1955 Nobel prize winner in physics
 * Robert Laughlin, 1998 Nobel Prize-winning physics professor, professor at Stanford 1989–2004
 * Ann Nelson, 2018 J. J. Sakurai Prize for Theoretical Particle Physics recipient
 * Douglas Osheroff, 1996 Nobel Prize-winning physics professor
 * Martin L. Perl, 1995 Nobel Prize-winning physics professor
 * Burton Richter, 1976 Nobel Prize-winning physics professor
 * Arthur Schawlow, 1981 Nobel Prize-winning physics professor, co-inventor of laser, inducted into National Inventors Hall of Fame
 * Leonard Schiff, physics professor
 * Melvin Schwartz, 1988 Nobel Prize-winning physics professor
 * William Shockley, 1956 Nobel Prize-winning physics professor, co-inventor of transistor, inducted into National Inventors Hall of Fame
 * Leonard Susskind, physics professor, originator of string theory
 * Richard Taylor (Ph.D. 1962), 1990 Nobel Prize-winning physics professor
 * Carl Wieman (Ph.D. 1977), 2001 Nobel Prize winner in physics
 * Kenneth G. Wilson, 1982 Nobel Prize winner in physics, worked at SLAC (1969–1970)

Psychology

 * Richard Atkinson, professor of psychology 1956–1980, former president, University of California
 * Albert Bandura, professor of psychology since 1964, David Starr Jordan Professor of Social Science in Psychology since 1973, known for his work on social learning theory and, more recently, on social cognitive theory and self efficacy
 * Gordon H. Bower, professor of psychology, 2005 National Medal of Science winner
 * Carol Dweck, professor of psychology, known for her work on the mindset psychological trait
 * Jennifer Eberhardt, professor of psychology, 2014 MacArthur Fellow
 * Kalanit Grill-Spector, professor of psychology
 * Roger Shepard, professor of psychology, National Medal of Science winner
 * Edward Kellog Strong, Jr. (1884–1963), professor of psychology at Stanford University 1923–1963
 * Lewis Terman, former professor, pioneer in I.Q. testing
 * Leanne M. Williams, professor in Psychiatry and Behavioral Sciences since 2013
 * Philip Zimbardo, former professor of psychology, former president of the APA, researcher
 * Amado M. Padilla, professor of psychology

Hoover Fellows

 * Jim Mattis, U.S. Secretary of Defense (2017–2019)
 * Abbas Milani, political scientist and historian
 * George Shultz, U.S. Secretary of State (1982–1989), U.S. Secretary of the Treasury (1972–1974), U.S. Secretary of Labor (1969–1970), also lectured at the Graduate School of Business
 * Amy Zegart, political scientist and intelligence reform expert

Coaches

 * Dick Gould, greatest tennis coach in history; from 1966 to 2004 he won 17 NCAA Team titles with 50 All-American players
 * Payton Jordan, track coach 1957–1979; head coach of the 1968 US Olympic track team
 * Bill Walsh, twice head coach of the football team; also served as interim athletic director; coach of the three-time Super Bowl champion San Francisco 49ers; inventor of the West Coast Offense
 * Glenn Scobey Warner, College Football Hall of Fame coach known as "Pop" Warner, brought the following mechanics to football: the screen pass, spiral punt, single- and double-wing formations, the use of shoulder and thigh pads, designed helmets red for backs and white for ends

Other

 * St. Clair Drake, sociology and anthropology, founding head of African American studies program
 * Hazel D. Hansen (1899–1962), professor, classicist
 * James M. Hyde, metallurgist
 * Scotty McLennan, Dean for Religious Life, Minister of Stanford Memorial Church, and inspiration for the Reverend Scot Sloan character in the comic strip Doonesbury


text:
Anna Porphyrogenita

Anna Porphyrogenita (13 March 963 – 1011) was the grand princess consort of Kiev during her marriage to Vladimir the Great.

Life
Anna was the daughter of Byzantine emperor Romanos II and the Empress Theophano. She was also the sister of Emperors Basil II and Constantine VIII. Anna was a Porphyrogenita, a legitimate daughter born in the special purple chamber of the Byzantine Emperor's Palace. Anna's hand was considered such a prize that some theorize that Vladimir became Christian just to marry her.

Anna did not wish to marry Vladimir and expressed deep distress on her way to her wedding. Vladimir was impressed by Byzantine religious practices; this factor, along with his marriage to Anna, led to his decision to convert to Eastern Christianity. Due to these two factors, he also began Christianizing his realm. By marriage to Grand Prince Vladimir, Anna became the grand princess of Kiev, but in practice, she was referred to as queen or tsarina, probably as a sign of her membership of the imperial Byzantine dynasty. Anna participated actively in the Christianization of Rus': she acted as the religious adviser of Vladimir and founded a few convents and churches herself. It is not known whether she was the biological mother of any of Vladimir's children, although some scholars have pointed to evidence that she and Vladimir may have had as many as three children together, possibly Gleb-David, Boris-Romanos, and Theophana. Polish medievalist, Andrzej Poppe proposes that the last two were named after Anna's parents. Furthermore, French historian, Jean-Pierre Arrignon argues that Yaroslav the Wise was indeed Anna's son, as this would explain his interference in Byzantine affairs in 1043. William Humphreys also favors a reconstruction making Yaroslav the son, rather than the step-son, of Anna, by invoking onomastic arguments. It is curious that Yaroslav named his elder son Vladimir (after his own father) and one of his daughters Anna (as if after his own mother). There is a certain pattern in his sons having Slavic names, and his daughters having Greek names only. This view is corroborated by the study of Yaroslav's remains carried out in 1939–1940, as well as his age given in the Primary Chronicle, which would place him amongst Vladimir's youngest children (with 988–990 as his estimated date of birth). In fact, Yaroslav's maternity by Rogneda of Polotsk has been questioned since Mykola Kostomarov in the 19th century.

title: Anna Porphyrogenita