Florida roadkill pdf download

Wildlife underpasses and overpasses, long-span bridges, and culverts can help to mitigate the adverse impacts of habitat fragmentation. Examples of the use of these structures for ecological improvements are identified in Chapter 4 of this report.

Poorly designed engineering structures can often hinder the ecological improvements for which they were designed. In an aquatic culvert system, for example, several key design characteristics ensure effective utilization by the target species see Box under Biotic Consequences.

Abiotic conditions that can be influenced by roads include hydrological, geomorphological, and chemical characteristics and such disturbances as landslides, noise, and light. In this section, the committee considers only changes to the abiotic conditions themselves, and examples of each are provided below. How these abiotic changes affect the biota is considered in later sections.

Landscape changes result when roads alter the hydrological and geomorphological aspects of watersheds and landscapes. They can cause important changes some for short periods, others for longer periods in fluvial dynamics, sediment production, and chemical balances, which can adversely affect floodplain functioning and alter ecological conditions in aquatic and riparian areas Figure Roads also affect water movements, sedimentation, and transport of pollutants.

Because they often interrupt or otherwise alter sheet flow and. Source: Forman et al. Reprinted with permission; copyright , Island Press. Because road embankments trap dust and dirt and they face the low winter sun at an angle, they can accelerate snowmelt NRC Roads and associated ditches can become part of hydrological networks Forman et al. Several geomorphological processes and factors influence change. The nature of geomorphological processes affected by roads is strongly influenced by where and how roads are constructed, by the geology of the area, and by storm characteristics.

The most observable abiotic environmental consequence of roads is the contribution of motor vehicles on paved roads to water pollution. However, this contribution cannot be disassociated from the surrounding land use.

The largest number of studies reporting on the chemical characteristics of road effects focus on the chemical effects arising from rainfall events at the single-segment scale FHWA ; Asplund et al. Water quality is adversely affected by pollutants present in surface runoff and the atmosphere.

Pollutants that accumulate on roadways from spills, wastes generated during vehicle use, litter, and adjacent land uses enter waterways via surface runoff. Atmospheric wet snow and rain and dry smoke and dust deposition of pollutants, which can be transported long distances, also affects water quality and fisheries.

Although concentrations of nitrogen oxide NO X emissions from transportation have been quantified, there is no way to quantify wet deposition sources of nitrates from motor vehicles. Further, no quantification systems exist to measure or break down percentages of atmospheric nitrate deposition into a water body from specific nonmobile or mobile sources. The primary source of pollutants associated with road use comes from vehicles, including fuel and exhaust; brake-lining and tire wear; leakage of oil, lubricants, and hydraulic fluids; and cargo spillage.

Forman et al. These components include organic materials, such as petroleum and n -paraffin found in lubricants, antifreeze, and hydraulic fluids; lead; copper; chromium; zinc; nickel; and asbestos.

Asbestos in brake linings was banned in Shabecoff , so vehicular sources of asbestos are minuscule, although resuspension of previously deposited asbestos is still a concern.

In spite of the low contribution of constituents originating from the vehicle itself, vehicular traffic volume was identified as the principal factor influencing pollutant mass in highway runoff. That might be because vehicles are a transport mechanism as well as a source of pollution Asplund et al.

More recent studies have associated chemical pollutants with traffic flow. Pollution associated with traffic varies not only with the density of the traffic but also with the ratio of passenger cars to trucks and the mechanical condition of the vehicles Buzas and Somlyody Studies of the Brunette River Watershed in British Colombia showed a correlation between the concentration of hydrocarbons in streambed sediment and storm water and the density of traffic.

The three predominant hydrocarbon types found—xylenes and alkyl-substituted benzenes, alkanes, and high-molecular-weight unresolved complex mixtures—are consistent with petroleum or petroleum-product sources, indicating a vehicle-related source.

Values were between 2. There also is a strong correlation between concentrations of heavy metals and volatile matter in highway runoff Flores-Rodriguez et al. Metals associate with organic matter, thereby changing the metal solubility, which primarily affects the temporal characteristics of the runoff Harrison and Wilson Road salt has been commonly used to de-ice roads for many years.

Compared with the literature on other road-related contaminants, the literature on pollution of surface water and groundwater by road salt is voluminous Forman et al.

The use of road salt results in the accumulation of sodium and chloride ions in runoff, thereby increasing concentrations of those ions in the soil, groundwater, and surface water above background concentrations and sometimes to unacceptable concentrations in drinking-water sources. Some studies also focused on the impact of vehicular chemical pollutants on local air quality.

The majority of these studies examined the impact of vehicular traffic on the presence or absence of volatile organic compounds VOCs Clifford et al. Surprisingly few studies have examined the effects of chemical pollutants at the intermediate scale that could provide valuable information on total area effects primarily in watersheds or protected areas.

Although most of the concern with roads and air quality focuses on new emissions added by. The primary effects of local air pollution come from the increase in VOCs, NO X , carbon dioxide, particulate matter, and ground-level ozone that come from emissions of the traffic on the road. The impact of these pollutants on a variety of species, primarily humans, has been well documented Forman and Alexander , Ilgen et al.

Physical disturbance can disrupt ecological systems, and roads promote such disturbances. For example, roads in mountainous areas can create landslides due to unstable soil and steep slopes. Paved road surfaces can increase water discharge rates in watersheds, thus increasing the potential for landslides and flash floods in streams and rivers. Roads and associated structures usually have artificial lighting. At some interchanges, especially near urban centers, the lights can be intense.

Many rural roads do not have lights, although headlights from nighttime traffic and occasionally other lights are visible. Noise along roads is a function of traffic type and amount. In rural areas, road noise can be audible to humans up to 10 km from the road and occasionally more than 10 km in optimal conditions.

Roads interact with climate at a wide range of scales. At local scales, highly developed areas urban centers have been shown to experience an increase in temperature Woolum in a process called the urban-heat-island effect. Urban heating can also result in increased rainfall Shepherd et al. Roads change the albedo fraction of light reflected by a surface and other surface characteristics, but other structures, such as buildings, parking lots, and sidewalks, also contribute to heat-island effects.

Local climate might also be affected simply by the presence of roads and associated development. The loss of pervious surfaces and vegetation and their replacement with impervious surfaces that hold heat and do not respire result in localized temperature increases. Temperature increases can result in increased volatilization of organic contaminants from vehicular emissions Saitoh et al. Thermal characteristics of the road surface cause accelerated snow melt NRC Roads can have biotic effects on the genetics of populations, on species, and on ecosystems, and their effects can accumulate over space and time e.

The framework prepared by the Environmental Protection Agency EPA Figure also is a helpful way to conceptualize the ecological effects that roads can have. In general, their effects can operate through a variety of ecological mechanisms.

The effects occur at various stages of road planning, construction, operation, maintenance, and perhaps decommissioning or road removal. They often are expressed differently over space and time. Any approach to the assessment of the ecological effects of roads must take these broad categories of effects into account, as well as the variety of scales over which they can operate. Below, the various categories of effects are discussed. The biotic consequences of the following effects of roads are considered below: direct effects include roads as barriers, enhancement of dispersal, roadkill, and effects on habitats; indirect effects include results of the access that roads provide to previously inaccessible areas, changes in water and air quality, and effects of lighting and noise.

Source: Adapted from van der Zande et al. Reprinted with permission; copyright , Elsevier. Roads can impede animal movements by direct mortality or avoidance behavior. The barrier effect varies between species, road types, and adjacent habitat quality; however, traffic volume and speed strongly influence the effect.

Some authors have suggested that divided highways with 90 m of cleared areas as barriers are as effective as bodies of water twice as wide in obstructing dispersal of small forest mammals Werner , Sheppe In the Canadian Rockies, grizzly bears were more likely to cross low-volume roads and more likely to cross at points with high habitat rankings.

Male grizzly bears were found closer to low-volume roads than females, but they crossed roads less often than females, particularly during the berry season Chruszcz et al. The barrier effect for some species is less related to traffic than to habitat changes road-forest edges and gap creation caused by roads.

Small road clearances less than 5 m can impede movement of certain small mammals. For example, road crossing by small mammals was inversely related to road width in Australia Barnett et al. Barriers to the movement of wildlife can lead to fragmentation of populations.

Isolation caused by physical barriers to movement, such as roads, may reduce gene flow, thus causing genetic effects Slatkin that in the extreme could result in local extirpation. For small mammals, that could result in ecosystem-level alterations because of their importance as seed dispersers and their role as prey for such predators as marten, wolverine, and raptors.

Fish passage can be blocked by improperly functioning stream culverts Box or by a lack of them, creating an often impassable barrier. The committee is not aware of studies showing that culverts have genetic effects on aquatic organisms, although such effects could be expected.

Knaepkens et al. Because little is known about the long-lasting ecological effects of roads on animal populations, concern has been raised about the large-scale influence of barriers, such as interstate highways, on normal mammalian distributional patterns and perhaps ultimately on speciation Baker Mitigation measures, such as large-span bridges and wildlife-crossing structures, are successfully being used to reconnect isolated populations, restore hydrological processes, and assist movement of wildlife across roads Forman et al.

By creating barriers, roads also affect ecosystem functioning. The effects of roads on hydrological processes, most commonly through interfering with patterns of flow, have been the focus of many studies.

Changes in hydrological processes affect ecosystem processes, such as habitat connectivity, primary productivity, decomposition, nutrient cycling, and disturbance regimes for example, flooding frequency and intensity Jones et al.

Roads can act as habitat corridors as well as barriers. Road corridors roads, their verges, and sometimes roadside ditches or wetlands can contribute to the movement of wildlife and plant dispersal. Roadside verges facilitate animal movement, resulting in range expansion or dispersal between core habitats.

Verges also aid in the spread of plant spe-. Salmon have evolved to negotiate waterfalls during both upstream spawning migrations and downstream juvenile passage to the sea. However, this ability is fairly rare among fishes. Few other families can accomplish either, especially with respect to upstream movement. Hence, even a small vertical rise or drop becomes impassable. The general image of a dam may be a wall of rock or concrete, but in fact any steep drop in flow of more than a few centimeters is impassable to most fishes.

Among the most common such barriers are road culverts, typically involving large pipes under a road where it crosses a stream. Hydraulic jump upstream and outlet drop downstream create an ever-steeper waterfall and deeper plunge pool. The pipe mouth eventually extends out over the stream, creating a vertical drop while lacking the rock face characteristic of a natural waterfall.

Culverts and similar road-crossing structures have proved to be substantial barriers to fish passage. In a study of spring and summer movement by 21 fish species in seven families in the Ouachita Mountains of Arkansas, Warren and Pardew found an order of magnitude less movement upstream through culverts than through other types of crossings or natural reaches. They also found that fishes upstream of culverts were significantly less likely than fishes below culverts to move downstream, a result they attributed to avoidance of the increased flow velocity that typifies culverts.

Such reluctance to move could be a factor isolating upstream populations and contributing to localized extirpations. Culverts can increase vulnerability of imperiled species by reducing movement among habitat patches. For example, federally threatened leopard darters Percina panthera in Oklahoma failed to move upstream through culverts, even though water temperatures at downstream sites had risen to undesirable levels and thermal refugia were available upstream Schaefer et al.

Obstructions, such as culverts, and their impacts are avoidable. Designs for culvert construction that minimize impacts on fishes are readily available TranSafety , Moore et al. Where conditions prohibit design modifications that minimize culvert impacts, small bridges become a preferred, albeit more expensive, alternative. FIGURE Wildlife crossings are designed to link critical habitats and provide safe movement of animals across busy roads.

Typically they are combined with high fencing and together are proven measures to reduce roadkill and restore movements and regional connectivity. The photograph is of a newly constructed open-span bridge underpass installed on the Trans-Canada Highway near Canmore, Alberta. Source: Photograph by Tony Clevenger, Roads with low traffic volumes are often used by wide-ranging wildlife because of the ease of travel, particularly when snow is present.

Invasion of nonnative plants can also occur from vehicles transporting nonnative seeds into natural areas and clearing land during road construction Tyser and Worley , Parendes and Jones , Gelbard and Belnap In addition, insects and pathogens can be transported into new environments by vehicles NRC Roadkill can have demographic consequences for some species of wildlife Maehr et al.

Roads and traffic can reduce. Road networks also particularly affect wide-ranging carnivore species Maehr et al. Metapopulation theory suggests that more mobile species are better able to manage with habitat loss Hanski Yet mortality of individuals in the matrix habitat for example, road corridors does not typically figure into metapopulation theory. Studies show that when mortality is high in the matrix habitat, highly mobile species are actually more vulnerable to habitat loss Carr and Fahrig , Gibbs and Shriver Younger age classes tend to be more affected by roads, as they interact more and live closer to them Fowle Roads have large, widespread effects on aquatic habitats NRC , ; Forman et al.

When roads fail, landslides and torrents of water-borne debris can have serious adverse effects on stream habitats NRC Roads and their associated structures, such as bridges, culverts, and berms, modify streamflows and sediment transport and often make passage for aquatic organisms more difficult or even impossible NRC , ; Forman et al.

Because paved roads and to a lesser degree, unpaved roads are impervious, they increase runoff and otherwise alter hydrological patterns. Finally, they often interrupt the connectivity of aquatic ecosystems, although by providing new networks of aquatic systems, for example, in long ditches, they can enhance connectivity as well Forman et al. Fragmentation effects of roads, as part of the cumulative effects of many factors, can strongly influence the distribution and land-use patterns of wide-ranging and migratory wildlife Ward , Noss et al.

Roads affect types of landcover, particularly their spatial composition and structural integrity. Awesome to now have access to a beautiful trail so close to our home. It was also nice to see so many others out enjoying this gem. Kudos again to all who are making this project come to fruition. We parked at Green Springs and headed east.

Wonderful trail, multiple road and driveway crossings but none were busy. Several porta potties now at road crossings. Very few people on the trail. We went to the bridge and kept going around the barriers as the trail was done but obviously not open yet.

Glad to see from the other review that the parking under the overpass is now open. We rode the trail in early July Not as scenic past the overpass. Would ride again. However when we drove in from I-4 to Green Springs most of that part of the trail is along a busy road and was not scenic so that is why we headed east on the trail. The trail now runs from the overpass in Osteen to Guise Rd.

Another 2. Also there is a parking area under the overpass on the Osteen side that just opened. Pleas update trail description and length. I've been run in this trail about one month while I visit florida and is really good to take a rest and have time to relax. While I am eagerly awaiting the trail beginning in Edgewater I had heard there was issue with some residents on the trail heading south along Cow Creek.

One of the posts claims they are not using the old rail and instead using private land? I am wondering why they would do that? Possibly due to the expense of removing the old rails, but I would think that would be better than a battle with residents that could get expensive and hold up a trail that so many are looking forward to! Edgewater and the County have made many bad decisions in the past regarding land use, this should have been a no-brainer, stick to the rails!

As for the danger posed by vagrants or criminals, you are going to have that regardless, the only thing you can do is use common sense. Never ride, walk or jog alone, don't use the trails at night, and women should always carry protection! You can also park and access this trail in Osteen near the beautiful new bridge over SR at the Osteen Community Center where new restrooms will also be built soon.

There is a well traveled path to the rail trail. On the new bridge, take note of the rail artwork at both ends. These were made from rails actually taken up from the trail bed. We frequently ride and walk the existing sections of this wonderful trail. As we live in Edgewater, we're anxiously awaiting the completion of the Edgewater to Osteen leg. The prospect of getting out into the open country and enjoying some quality quiet time close to home is exciting.

Kudos to those forward thinkers, particularly Pat Northey, for their long-standing efforts to expand recreational opportunities for the overall public benefit. My name is gene I've rode from the Deltona landings to oak hill on bike.

I have almost got hit by a few cars and trucks on may town road going to see my girlfriends house n I love the trail but I hope the rest of it gets finished soon so I don't have to ride on the dangerous may town rd.

There is heavy equipment and a 55 mph speed limit on Cow Creek Rd. Children will not be SAFE on a road at that speed limit. Thats almost a 2 mile stretch of vacant densely wooded areas. That's just asking for more trouble. It's a perfect densely wooded area for vagrants, rapists and thievery. I would never let my children or grandchildren to traverse that area.

There's also hunting in that area as well as cattle and bulls. That's something else to beware of. This trail being moved to the side of the 2 roads should either stick to using the original abandoned railroad bed for everyone, or reroute it from Cow Creek Rd to Volco Rd then to Beacon Light Rd, then back onto Maytown Rd.

It will at least be a safer alternative than using Clinton Ranch Rd. I just checked out the Titusville portion which is only about 1.

It runs alongside a pretty busy road and has several side roads. A small portion is lined with construction cones. This portion of the trail is also conveniently located by a hospital This could come in handy in the case you become roadkill you may encounter a confused driver or a driver using this trail as their personal freeway.

I'm still going to give this trail 4 stars because that's what this trail WILL be when it is completed! Right now, it is more of a 2-star experience I'm very excited about the future of this trail. It has great potential. It's 50 minute drive for me, so given it's short length, I won't be returning in the near future.

I'm better off making the 90min drive to Orlando to skate the many trails it offers. Orlando has enough tourists! It's time to bring some of that over to Titusville! The little white construction pebbles could be the death of you. I will post pictures of Titusville portion.

The bridge ends pretty quick on the Osteen side but it looks like a lot of trail construction is in the works. I've been fortunate enough to see deer and rabbits during a few bike rides on the trail. This is a very well maintained trail. I'm looking forward to seeing more of Osteen by bicycle as construction progresses. Best kept secret in Deltona. I'm thinking of making the hr drive Could someone enlighten me?

I live in Osteen, and now use sidewalk on to connect to the rail trail. I am patiently waiting for the bridge across to open.

The trail west to green springs is beautiful. I hope the trail east opens soon. Bicycle riding is great exercise and we have 5 ladies in our bicycle group.

We are all happy having a safe trail in our neighborhood. Thoroughly enjoyed this trail today on our bikes. Well planned and long enough for a good workout.

The scenery is outstanding and the facilities in the park are nice too. It will be even better when it is completed. Thank you! Visiting a friend in Titusville, I was disappointed to find that this short piece of trail offers no parking or signage. The "trail" runs along the highway- this trail needs beautification. Hopefully, when it all connects it will be better. I welcome this trail. Biking is a great way to stay in shape. If anyone has property that borders a railroad bed that property cannot be privately owned.

At one time I owned property that was bordered by an abondoned railroad bed. My title agency advised me that I did not own the property. This is a benefit to all Florida residents. This is a part of Central Florida rarely seen and impossible to get to by car. What I have seen so far is wild old Florida unlike anything a tourist trap theme park could ever imagine. Why aren't they put where public places are already available? Spending millions and millions of dollars was a waste here.

I understand people that love trails should have them. But reroute it to safer areas for everyone. Trail passes by Gemini Springs, beautiful park with many amenities. Continue on to Osteen bridge not in service yet.

My oldest son and I started at the Gemini Springs trail at and Dirksen Road and were so happy to see a connection point between that trail and the East Central Regional Trail. It's a very easy ride, a good combination of shade and sunlight and even a bike repair station along the trail. The only thing that didn't make it to 5 stars is the complete lack of water fountains or spigots on the trail. On the West Orange Trail, there are water containers along the trail for those of us who bring 70 ounces of water and drink it all before the end of the trail.

This is the perfect trail for new riders and families with younger members. There aren't any hills, just gentle slopes. Plenty of benches and trash cans along the way. And one of the best features is that there are very few stops, and even those are low traffic roads Courtland. The shade trees are gorgeous I can't wait for the overpass at to be completed and more trail to ride. Parking will be availabe across the street from the gas station in the near future.

There will also be a bridge over This trail is going to be great when it is finished. I have seen that there is a new trail head with parking and restroom access planned pretty much right across by the WWI monument. A local news paper I read said that the locals are sort of upset with the new trails, I can't say that I blame them so this might be causing some delays.

I also saw construction on , could this also be causing a delay? The Paper also stated that the entire trail system is funded and should be done in 5 years. That might be a stretch but with such a beautiful ride I know it will be worth the wait. Loved this trail! It was a beautiful trail that was easy for the boys to ride. It may have been a little too long for the youngest but he stuck it out.

Nice area to have lunch so I would suggest packing lunch and making an afternoon out of it! Nice scenery and quiet but some idiot put curbs in the path. Yes, there is paint marking the location but they look a lot like the painted separators no curb which mark driveways which cross the path. I'm excited about future expansions to this trail. I walked it and then went out and bought a bike to better enjoy it in the Florida heat.

The trail is well cared for and offers up excellent views of farms, wildlife and is actually very wide. Bird watchers will enjoy the birds of prey that are plenty on the trail, with the occasional turtle, raccoon and other wildlife.

There are frequent benches for a pit stop, a bicycle repair station and easy access from Green Springs park parking and facilities are available there. I enjoyed the many photo opportunities and getting a glimpse of unspoiled Florida native plants and trees. There are a few wooden bridges and sounds of streams in the distance. This a very clean, quiet, and peaceful trail. Primarily designed for biking. There is parking at Green Springs on the west side, and there is a Texaco on the east end you can park at.

Finding the trail at the Texaco is interesting. You really have to walk right up to the pricing sign and on its right you'll see a goat path that goes up and then it takes a left onto a sandy unfinished part of the trail. You go maybe 5 min and then you hit the finished paved area.

Physically this is a super trail, very wide and well maintained. I parked at Green Springs Park where there are rest rooms and a small Florida Spring well worth visiting. The section west of Green Springs has been re-named as part of the much longer and still incomplete Spring to Spring Trail. The trail goes a bit west of Providence Blvd. East of Green Springs it is a wonderful trail but with few connections or exits and no parking spots. I was nervous about parking at somewhat isolated Green Springs Park and only did a mile or so east.

A better place would be at the Publix as mentioned in an earlier review. The East end of the trail is not really right at Rt so you should follow the advice also in an earlier review about finding a gas station. This provides for an easy way to enjoy the outdoors and get some exercise. After you progress from the trail head there are very few options to exit the trail, as most of the trail borders private property, however, right of ways to Enterprise-Osteen Rd or a crossing at Garfield Rd provides an exit point.

These exit points should be avoided as entrance points if your in need of parking your car. There are several points along the trail to dispose of trash, and park benches are located nearby if a rest is required. Bring your own water or beverage. Enjoy this trail. The trail ends at FL But trying to access it is a challenge.

Solution - go into the Texaco convenience store. They will tell you the trail starts just behind their gas price sign. There is a nice Indian couple who run the store and if you ask nice they will let you park in one of their parking spots. The National Wildlife Federation Uniting all Americans to ensure wildlife thrive in a rapidly changing world.

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Podcasting since ! I cannibalized it out in the Azores in the early s and used the parts to build -- among other things -- my first SSB transmitter.

I never really focused much attention on the filter that I pulled out of that old rig -- I was just happy that it seemed to work. But I am now older and wiser, and I have some test gear that lets me look at the passband of that filter. First, take a look at what it is supposed to look like. This is from the manual. That passband looks far from flat. I can almost hear homebrewers around the world shrieking in horror and disgust.

Above is a description of the filter, and the schematic, again from the manual. Here is what my extracted and somewhat re-built filter looked like in my NanoVNA more shrieking! The dip in the passband is a lot worse here -- it looks like 10 db vs. This is probably because I'm not even attempting any impedance matching on the filter -- it is just seeing the 50 ohms in and out of the NanoVNA.

Here is my attempt to rebuild the filter and put it in my SSB transmitter, along with my more recent attempt to flatten the passband. Adjusting the 1 k pots, I could smooth out the passband quite a bit. Measuring the pots and adding the 50 ohms of the NanoVNA, it looks to me like this filter is smoother with about ohms at the input and output. I may build two matching networks or some transformers.

Some TIAs may also be needed. Video of SolderSmoke Podcast Labels: SolderSmoke Podcast. Switching IF Module:. How to make things work:. National Receiver.

SuperRegens Super Strange. Fixed it. Put in 6 kHz ceramic filter. Need better noise gen. Mod to listen with TinySA on blog. Sweeping double half lattice filter from Swan Good, but not that good! Our old friend. Now has a young son! Sympathizes with Two-er trouble. Spell corrector. Vatican Diodes. But he had a reason to KNOW! Should he use 75 watt bulb for dummy load?

I ask for help in moving freq to kHz. Will be on QO Satellite Live! Still looking for ideas. Happy Thanksgiving to all who celebrate this holiday! Labels: Filters , radio history , SSB. The cover caught my eye. Thanks to the K9YA Telegraph for posting it. I think it captures the allure of radio that most of us felt when we were kids of this age. Fortunately this book is available for free download:. It is all about radiotelephone. They are phone guys.

Just like us. And they were homebrewers. They had The Knack. From Chapter II:. Another thing that drew the boys together was their keen interest in anything pertaining to science. Each had marked mechanical ability, and would at any time rather put a contrivance together by their own efforts than to have it bought for them ready made. It was this quality that had made them enthusiastic regarding the wonders of the wireless telephone. And they correctly viewed wireless telephony as being similar to Aladin's lamp.

I remember writing that my homebrew DSB transceiver was like Aladin's magic carpet, carrying my voice from the Azores to friends around the world. From Chapter III:. They had already heard and read enough of the wireless telephone to realize that it was one of the greatest marvels of modern times. It seemed almost like something magical, something which, like the lamp of Aladdin, could summon genii who would be obedient to the call.

This is a reminder of how young the radio art is. This book came out just three years before my father was born.

Many of us have in our shacks working rigs that are half as old as radio itself. Labels: books , Knack Stories , Old radio , radio history. I built this receiver back in , but I continue to have fun tinkering with it. I wrote an article about it for "Electric Radio" magazine Number One of the major shortcomings was the crystal filter that Lew McCoy prescribed. It was very difficult to get kHz crystals to work well as filters.

None of them really worked well.