dpdgov.com Stadion, Arena, Sportstätte. Preisspanne · €€. Seitentransparenz. Facebook möchte mit diesen Informationen transparenter. Pflegemittel und Tierbedarf für ihr Haustier vom Fachhandel geliefert. Über das Training am Sonntag, , gibt es nicht viel zu berichten, denn "nur" 40 Windhunde hatten den Weg in die Windhund-Arena gefunden. Alle Läufe.
Windhundarena HünstettenWebseite Windhund Arena Hünstetten. KUNDE Windhund-Rennverein Untertaunus-Hünstetten e.V., Hünstetten. BRANCHE Windhunde. SKILLS Photoshop. Es ist wie die Ruhe vor dem Sturm in der Windhund-Arena Hünstetten. Wo am darauffolgenden Tag Windhunde in ihren jeweiligen. Über das Training am Sonntag, , gibt es nicht viel zu berichten, denn "nur" 40 Windhunde hatten den Weg in die Windhund-Arena gefunden. Alle Läufe.
Windhund Arena Neueste Nachrichten VideoRace The Wind 39 - Sloughi Dog Show (Lorch/Gemany) • Greyhound Galgo Windhund Saluki Arab Orient Wohl aber während der Spezialausstellung, für die Kostenloser Shooter angemeldet sind, die in vier Ringen von drei My Paysafecard Aufladen und einem Richter begutachtet werden. Versuche in dem Fall, deinen Browser neu zu starten. Aber auch die Zahnstellung, die Fellfärbung und die gesamte Anatomie werden dabei betrachtet.
Million Windhund Arena bestГckt. - Vereine die in diesem Stadion spielenWo am darauffolgenden Tag Windhunde in ihren jeweiligen Rassen sowie Alters- und Geschlechtsklassen über die Meter lange Sandbahn rennen, herrscht bei der Spezialausstellung für alle Windhund- und mediterranen Rassen trotz gutem Besuch entspannte Ruhe. Windhund Rennverein Kleindöttingen. 1, likes. Stadium, Arena & Sports VenueFollowers: K. dpdgov.com Get Directions. By car By public transit Walking Bicycling. Post navigation. Windhundrenn- und coursingverein Saar Pfalz, “Landstuhl”. Liebe Mitglieder, liebe Windhundfreunde, die Rennsaison neigt sich allmählich dem Ende zu, wir haben eine ereignisreiche Saison hinter uns und bereiten uns jetzt auf .
But yes they are really slim. Well trained assassins it seems :. I picked up the supporter box from them as well. I will be doing some reviews of it also and have some behind he closed doors photos of how he madness is over there these days with all the orders.
Also the variant paint jobs that were done for this project. It was suggested for the first time that other components be attached to the drive line to control its vibration pattern.
Finally, these experiments brought valuable data on important detail matters such as placement of the gear lever bracket and shift knob shape. The application of this study, along with future research, brought astounding results.
The unpleasant vibration peak at rpm was completely eliminated. A further step, taken at the beginning of and based on this major study, was use of the battery as a vibration damper.
It was placed at the end of the gearbox. This move naturally found favor with the chassis people since they wanted to locate the battery in back anyway for better weight distribution.
One prerequisite was a stiff battery carrier but vibration loads on the battery remained well below border values listed by the makers, and even below those for batteries mounted to the bodywork in the usual manner.
Preliminary tests could be successfully concluded on 26 June , Noise development over a wide range lay below the original production condition of V1 and vibrations were no longer a basic problem for either driving comfort or material wear.
Thus a path was cleared for engineering and construction. Initial bench tests were made in August and the new drive line was then installed in the V3 test bed, an Audi Coupe which received the platform with considerably wider fenders as only exterior sign.
This conversion was finished on 19 September and for the first time a complete drive line with engine, "fast shaft," center tube and.
First tests were very satisfactory even though the vibration level-as expected - was again high. The final component layout had to be optimized as well and this work launched an extensive second phase, on the test bench, in mobile test beds and with the first prototype.
Although a great deal of detail work would still be necessary, the transaxle passed its first major road test in Algeria with bravura that November,.
A mathematically determined capacity of just under five liters was the median value but all details were arranged to provide considerable leeway for adjusting the capacity up- or downwards.
Original thought tended more towards an increase to roughly 5. Since minimum weight was decisive, along with low construction height, a light metal unit was the only one considered.
The overall proportion of light alloy was to be large, based in part on rich experience with racing and the Since the friction relationship of alloy on alloy is poor, all solutions in this general field use a heavy metal: light alloy pistons run in a steel or cast iron liner set into the alloy block.
And since there is nothing new under the sun, Mahle and Porsche had already collaborated on a development in ! At that time a cc, four-cylinder Porsche engine was built without liners.
Instead the running surfaces were etched and fitted with chrome-plated pistons. This chrome layer prevented direct contact of alloy with alloy. This was a reverse of principle: the pistons were "heavy" rather than the cylinder surfaces.
This engine was clearly too far ahead of its time. It ran for close to 12, miles but then produced problems: the chrome layer on the pistons scaled off.
Since various problems went unsolved at that time the project wasn't. The hour of a "reverse principle" which could do without steel or cast iron cylinder liners had not yet struck.
These tests did provide an interesting memory, however. In those days Porsche only had two test cars from the line, called "Windhund" and "Ferdinand" cars soon surrounded by legend.
But these two s were booked day and night for tests so they had preempted a VW beetle for further work, a car which entered Porsche history as "Adrian.
This consisted of an engine block in extra-eutectic aluminum-silicon alloy. After honing such cylinder walls are etched, allowing primary silicon crystals to stand free of their aluminum matrix to give a long-wearing surface.
Pistons, now running directly in the light alloy block, carry an iron or chrome layer, Eliminating the liners not only saves weight but also offers the advantages of simplified machining, Porsche had looked into the Reynolds reverse principle as early as on two different levels.
On one hand they carried out tests with an air-cooled engine and alongside these took up experiments with the water-cooled engine from the project.
Results were impressive - the reverse principle was put into production on the air-cooled engine in the fall of but its chief application was to come with the This made it possible to design the upper housing in one piece, without liners, thus making it especially stiff despite a low weight.
A low-pressure casting procedure provided the necessary density. The housing was designed with a horizontal split at the level of the main bearings, allowing the lower portion of the case to be pressure-cast in a normal aluminum alloy rather than in the high-silicon version.
This might seem somewhat daring since different materials for upper and lower housings were once considered a problem area, particularly when it came to machining bearing webs and mounting the oil pump.
The decision taken by Porsche engineers to provide a simple oil groove in the separation face between the two halves of the housing rather than the customary drilled oil passages seemed even more daring.
This design detail promised control over neatness and a better flow pattern since passages could be provided with gentle radii in place of the usual sharp edges.
There was a considerable saving in machining too. But all this seemed advanced enough that test results were awaited with great interest In fact, this simultaneous machining of different materials never presented any serious problems once the tooling was optimized and an absolute seal at the interface was achieved by using bypasses and a modern silk-screen technique for the joint seal.
The five-bearing crankshaft was made especially rigid to achieve desired running silence while bearings were given generous dimensions with diameters of 2.
Non-alloy CK 45 steel was the chosen material with bearing faces of the 55 pound crankshaft tempered. Rotating and oscillating masses were fully balanced.
In the interests of good mass balance and to hold weight tolerances of the connecting rods within the tightest possible limits, rod design was given considerable attention.
They decided to develop a sinter-forged rod Test results were indeed outstanding. Alternating tension and compression tests produced clearly better results for the sintered parts than those for steel rods forged in a similar shape.
In designing the cylinder head engineers battled, as they had with so many of the car's components, with the most contrary demands, all of which had to be fitted into one concept: combustion with minimal pollution and low consumption, high performance efficiency, operation on normal fuel, plus low mechanical and thermic loads.
In addition they had to consider the guidelines for exterior engine dimensions. Aluminum heads were fitted with one overhead camshaft per bank and two overhead valves per cylinder, arranged in a row, A pent-roof combustion chamber was chosen with a squish zone opposite the spark plug which took up a good fifth of the piston area.
This design saved space and aided in reducing the height of the powerplant. The fact that it didn't follow classic higher-performance engine practices of hemispherical combustion chamber and valves in a vee demonstrated again the altered standards of current engine design.
In the shadow of ever-sharper emissions norms, an engine must be laid out to offer optimum efficiency in the median performance range with limited revolutions.
The inclination to a classic layout looses priority with any reduction in liter-output which must be compensated by increased capacity.
Extended service intervals and modest maintenance demands were key factors in the project book - they were attributes which stood alongside the long-term guarantee as key features of Porsche's philosophy for development, production and sales.
Hydraulic adjustment of valve play seemed a reasonable way to fulfill such requirements in the valve train realm. It was once common to exclusive sedans such as Packard and meanwhile had become widespread on American cars.
For the project where a hard-to-reach engine had to. Thus the necessary experience was ready to hand although the actual design departed from usual paths by fitting the hydraulics to the cup tappets which were moving elements, An eleven pound spring in the center of the cup tappet was designed to balance out valve play increase or decrease, up to a working stroke of 0.
This worked perfectly in pretesting but a certain skepticism remained regarding possible peak revs since hydraulic systems had not proved too durable at such rpm figures.
Of course the wasn't designed for high rpm values as such since they were contrary to the basic concept which aimed at fulfillment of the stiffest emissions and noise regulations.
But since they desired a safety factor in this area as well, an interesting experiment was launched with the aid of the race department. The projected hydraulic system was fitted to a four-cam version of the six-cylinder race engine and then entered in two events which settled the question once and for all.
On the brake this engine with hydraulic valve play adjustment even reached 8 rpm without the slightest trouble and all doubts were banished.
Since ease of maintenance was another important requirement, cylinder head bolts were developed which would not require re-tightening after the first installation.
A well-developed bolt pattern, deep-seated studs and the favorable qualities of tapered upper cylinder bores allowed this achievement without secondary measures.
The bolts are first tightened to The engine need not be run between the two procedures. In that interval the torque figure decreases by roughly 7 Ib.
Later torque checks are unnecessary. This engine design also demanded good oil circulation since high lateral and longitudinal acceleration values were expected on the one hand while the hydraulic valve.
This led to large intake cross sections with the oil intake pipe mouth shielded upwards to avoid funnel formation, as well as an efficient sickel pump with sintered steel wheels plus altered balance and rerouting measures and a specially designed oil sump.
The use of a single cog belt to drive the camshafts, oil and water pumps offered intriguing possibilities. It would not only shorten overall engine length but also allow a simpler and more rational superstructure.
However they were entering new territory here since the layout demanded a belt of more than six and a half feet, far longer than any in general use.
Preliminary tests were indicated. Mixture preparation would be handled by continuous manifold injection while both a normal exhaust system and one with a catalytic converter US were planned for the exhaust side: either to be suspended from the central frame.
Possible later use of this powerplant in motor racing was envisioned from the first design stage and its demands studied.
A memo in the file for 7 June notes: "In general, lightweight construction has taken precedence however it was realized too that success of this engine will depend to a large degree on rigidity particularly in view of the fact that a later sporting version will certainly become part of the program.
Additional forces accompanying an increase in rpms can be absorbed by selected materials as well as lightening the oscillating masses. Breathing improvements would be necessary and achieved by increased dimensions for passages and valves which would also have to be inclined.
During the summer of work on parts which determined deadlines such as crankcase, crankshaft,. Priority was given to the crankcase since water distribution measurements had to be made prior to assembly.
A cog belt mock-up was constructed in August to conduct necessary advance tests of drive for the camshafts as well as oil and water pumps by means of a long, toothed belt.
Experiments with this mock-up ended positively and could be concluded with a hour endurance run in October.
The 82 inch cog belt to serve four drive functions presented surprisingly few problems on test and could be finalized. While the housing underwent water distribution measurements and basic testing other parts were arriving one after another and shortly before Christmas of Porsche could begin to build up the first complete engine.
The big moment came on 16 January when the first engine, a five-liter with carburetors, ran on one of the test brakes in the modern shops of Porsche's Weissach development center.
First bench tests of an all-new engine seldom last very long before something goes wrong and the was no exception. After a few minutes water splashed from the housing and the powerplant was shut down immediately.
What had happened? A crack had developed in the upper portion of the block, right in the middle of the vee, allowing water to penetrate to the outside as well as into the oil.
The source of this failure was soon traced. It came from excessive offset in the housing which was thus not up to demands.
Thereafter offset was sharply limited and once a block was cast to this standard the engine was again ready for operation on 5 March, surviving its first test cycle without failure.
The usual adjustment runs took place in the following week with no major problems cropping up. Thus the first full-load endurance runs could begin on 12 March, designed to provide information on any weak spots.
Another block crack- this time in the lower housing - caused this test to be broken off after only 25 hours. The endurance test could be restarted on 21 March with a reinforced lower housing and this time the new engine ran beautifully: by 3 May the pre-planned running time of hours had been achieved with hours of that under merciless full load.
Disassembly which followed provided valuable knowledge for further experiments but also confirmed that their basic design was on the right path.
In particular, the "daring solution" of a block split at the level of the bearings, using different materials and an oil groove, had surmounted all challenges.
Meanwhile the induction manifold injection system Bosch K-Jetronic was ready and rebuilding only took a few days. On 11 May this engine ran for the first time with injection.
By June K-Jetronic had been matched to the engine with good results and cold start experiments could begin in the climate chamber.
An interesting phenomenon cropped up here: shaft seizure during the warm-up phase. Examination showed that piston skirts of a type used before were not sufficiently elastic to accommodate the close tolerances chosen as a noise reduction measure and this led to the seizures.
This difficulty was overcome with more elastic, full-skirted pistons. Installation tests, important to later engineering work, now began on a full-scale nose mock-up and they also achieved a successful hour endurance run using K-Jetronic, as well as the first noise measurements.
Tests in conjunction with the transaxle unit, on the bench and installed in V 3 an Audi test chassis, have been mentioned.
These concluded on 19 September, to end the initial development phase of the new engine. Clutch and gearbox developments had run parallel to those for the engine.
A generous two-plate clutch of 7. The five-speed gearbox naturally used proven Porsche synchromesh and was laid out as a direct-drive unit.
Cog sets and differential shared a one-piece housing of pressure-cast aluminum,. With project right in the middle of its actual experimental phase a fateful day dawned to throw all work and investment into question.
No matter how firmly an engineer may control his torque readings or lateral acceleration figures, he is helpless in the face of unforeseen external events.
But let us return briefly to the course of the project. In September Dr. Fuhrmann presented the latest styling stage to the partners and a few alterations were agreed upon while the basic form found ready approval from Board Chairman Dr.
Another presentation was held in July and design details were again discussed, particularly the integrated bumpers. It was agreed there would be a fast presentation on 19 November when the exterior shape and interior space would receive final approval.
Meanwhile, however, the Federal Republic of Germany along with many other lands was witnessing the spread of a trend which furrowed brows on the management floors of every automobile factory.
Using the catch phrase of poor life quality, politicians and citizen groups blasted the supposedly catastrophic consequences of an autodominated society.
An actual campaign against noise and pollution expanded to include damnation of traffic accidents and paving the landscape with roads and freeways.
They spoke of inner city destruction by personal transport and accused cars of being the scourge of society while lauding public transport on every side as the one mode deserving general support.
Automobile animosity in certain opinion-forming circles. A fourth war had broken out between the Arabs and Israel and a new weapon made headlines: the oil embargo triggering an energy crisis which had been in the air for some time.
Although this oil embargo had more psychological than actual impact, its effect was cataclysmic. Anti-car sentiment surged to the fore.
In view of speed limits designed to save gasoline and Sunday driving bans, automobile sales slackened just at a time when increased fuel prices boosted an already considerable inflation rate, Porsche was particularly hard-hit and production projections for the - only recently a best seller in wide demand - had to be considerably reduced.
Auto animosity and an energy crisis hardly stimulate sales of high performance cars. In this atmosphere Board and stockholders met on 19 November in the car delivery hall of the Zuffenhausen plant to evaluate the latest state of body design with integrated bumpers.
They were very satisfied with results and even drank a champagne toast to the successful job and its creators, However, they were also aware of standing on the threshold of a difficult economic era whose end could not then be predicted.
Fuhrmann voiced what was on every mind: "we know we are Many questions clamored for attention in the days to follow, particularly since the full effects of this shock only became visible in the new year.
Could they even justify the high investment of such a project? Did any sport car have a chance? Might it be wiser to fall back on a smaller and more notably fuel-saving car?
Would it be better to diversify into other products such as cross-country vehicles or motorcycles? Or should they start designing streetcars?
Board and overseeing body made the only correct move in such a situation. Major investment decisions were temporarily set aside but the project was pursued.
Thus the experimental program suffered no grave interruption, although some limitations were unavoidable. In any case, the result was to postpone the start of production although there was no question but that the project could be put through if a later, affirmative decision were made.
Meanwhile they would monitor economic and political trends and form a basic plan for checking all alternatives. Those responsible had not lost their faith in sport cars nor in their own project and displayed the courage of their convictions.
Despite the postponement of a major production investment they didn't abandon development, showing confidence that the winds would change.
During the following months crisis symptoms in the automobile industry became more and more frightening. Layoffs pyramided, production at most factories had to be cut back drastically, recession gripped the entire economy.
Before such a grim background completion of the first construction stage of the Weissach development center and celebration of "25 Years of Porsche" could hardly bring forth the high spirits such events normally evoke.
Meanwhile, a basis for decisions on possible alternatives had been worked out. To begin with they resurrected a target outline from the fall of which had not been pursued any further; the one calling for a four-seat Such a four-seater might appeal to a wider customer circle, thus offering a theoretically larger slice of the shrinking sport car cake.
Within a short time the studio provided new styling sketches, built 1 :5 models and finally produced a 1 :1 plasticine model for evaluation.
Other alternatives were also explored which might reduce investment costs and make a smaller series viable. These ran from a with improved technology, via a with both new technology and a new skin or a with new exterior and front-wheel drive, all the way to a using technology.
Dabei hat sich in den letzten Jahren neben dem normal üblichen Training auf der Windhundrennbahn das Coursingtraining fest etabliert.
Zu diesem Zeitpunkt haben viele der heutigen Mitglieder des Vereins noch keine Berührungspunkte mit dem Windhundsport gehabt. Keiner ahnte zum damaligen Zeitpunkt, dass Gelsenkirchen einmal dauerhafte Heimat des Vereines werden würde.
Absoluter Höhepunkt in der bisherigen Vereinsgeschichte ist die F. Eine so noch nie dagewesene Meldezahl, die seitdem auch noch nicht wieder erreicht worden ist.
Auch wenn der Windhundrennverein Westfalen-Ruhr e. An der 1. Nach ca. Dezember Im Mittelpunkt des diesjährigen cti symposiums steht der fundamentale Wandel, mit dem sich die Automobilindustrie durch die fortschreitende Elektrifizierung und die immer.
Das Unternehmen steht zum Standort Schweinfurt. Die Wettbewerbsfähigkeit. Weltweit kooperiert SKF mit ca. KG die Maschen des Vertragshändler-Netzwerks.
FAS has developed GoPlant, a mobile-based asset inspection. Gothenburg, 8 November SKFhas, as one of the first industrial companies, issued a green bond.
Financial net for Q4 is now expected. November Gut gepflegte Maschinen laufen wesentlich zuverlässiger und länger als vernachlässigte Geräte — und danken es ihrem Betreiber mit höherer Effizienz und niedrigeren Betriebskosten.
Hard-wearing and low-maintenance sealed bearing units and a new distributor program will be unveiled by SKF at this year's Agritechnica.
Enhance the front suspension systems of motorcycles and deliver a superior ride and trouble-free operation in harsh environments, with a new fork seal that is to be unveiled by SKF at EICMA Milan.
Gothenburg, 4 November BillerudKorsnäs and SKF are partnering to reduce maintenance costs and improve production output and sustainability performance at Karlsborg Mill in Kalix, Sweden.
Presenso is a company that develops and deploys artificial intelligence AI -based predictive maintenance. As per 31 October the Company.
Weil schwimmende Strömungsturbinen vergleichsweise niedrige Stromgestehungskosten aufweisen, steckt in ihnen viel Zukunftspotenzial. Die Kommerzialisierung dieser umweltfreundlichen Technik treibt die.
Geschäftsleitung informiert: Keine nachhaltigen Personen- und Umweltschäden. Brandursache und Schadenshöhe noch ungeklärt.
A range of hand-held, easy-to-use stroboscopes that enables the visual inspection of rotating equipment to be carried out in an economic and timely fashion has been unveiled by SKF.
Der Wandel in der Automobilindustrie hat erheblichen Einfluss auf die Anforderungen bei der Konstruktion und Anwendung von Getriebelagern: Derzeit müssen die entsprechenden Zulieferer im Grunde zwei Welten.
Welches Lager ist ein echtes Markenlager? Nur das rechte Lager ist echt. Hätten Sie es gewusst? Unsere Experten können Sie bei der Echtheitsprüfung unterstützen.
It does not hide sin. It is not even a cloak thrown over what remains as foul as ever, though no longer visible. The generation may walk with lofty eyes, but its pride only deludes itself.
Others can see the shame in spite of all the guilty people's loud protestations. Self-deception does not lead to a deluding of God.
Self-deception must be exposed and punished. It is itself sinful. For the sinner to walk with a lofty gait is for him to court his doom.
The safer course is to follow the example of the publican, who would not so much as lift up his eyes to heaven while he smote his breast and cried, "God be merciful to me a sinner!
The mystery of love. The ship cuts the surface for a moment, and then the waves roll over its path, and in a short time every trace of its passage is lost in the wash of the waters.
So it is with the fourth mystery. The course of human love cannot be predicted or explained. It cannot be made to follow rule and precedent or to correspond to fond parental wishes.
Love will go its own way free as the eagle in the air, unsuspected as the serpent on the rock, untracked as the ship in the sea.
The three earlier wonders lead on to the fourth, and help to give colour and weight to it. The whole sentence thus gathers up its force into a climax.
Nothing is so wonderful in the natural world as the great mystery of love. This may take three forms—. Love can never be coerced. A forced marriage cannot be a love match.
It is natural that man and maid should learn to love one another of their own accord, by the drawing of mutual sympathy. Friends may guide, warn, encourage, or hinder.
But a matter which concerns the lifelong happiness of two souls cannot be well arranged by worldly contrivances.
Nevertheless, love that is untamed and utterly uncontrolled may lead to frightful mistakes, to folly and sin and shame. The eagle is a wild and dangerous bird—a terror to the helpless lamb.
Love becomes a cursed thing, near to hatred, when it is no better than a wild, unfettered passion. This is a very ugly picture, from which we start back shuddering and in horror.
There is a snake-like cunning in selfish lust that wickedly usurps the sacred name of love, when it is really the very incarnation of hellish venom, seeking to allure its prey to destruction.
All low, carnal lust is of the type of the serpent. The wild passion that follows the eagle's flight may be dangerous, but the cold, loveless course of deliberate vice is deadly as that of a viper.
The ship is a home on the waters. She carries freight and passengers—wealth and life. She sails from one port and she seeks another in a far-off land.
But she cannot see her distant haven; she knows not what fierce tempests she may have to encounter; her way is uncertain and dangerous.
Married life is a voyage over unknown waters. But where there is true love the vessel is well ballasted; she carries a cargo richer than untold ingots of gold; her crew work peacefully without fear of mutiny.
Under such circumstances, though there is mystery, hearts that trust in God need fear no shipwreck of love and happiness. Four weak things, and the greatness of them.
The four little creatures that are here mentioned all illustrate the wonderful way in which the disadvantages of weakness may be overcome by some countervailing quality.
In the spiritual world Christianity teaches us to look for the triumph of weakness—the weak things of the world confounding the things which are mighty 1 Corinthians Now, we have illustrations from nature for the same principle.
Each of the four creatures teaches us its own special lesson, as each conquers its weakness by some separate and distinctive quality. The ant succeeds by foresight, the coney by finding shelter, the locust by organization, and the lizard by quiet persistency.
This is a triumph of wind. The ant is in some respects the most wonderful creature in the world; for it seems to be about equal in intelligence to the elephant, which is not only the greatest, but also the most intelligent of the larger animals.
A bull, so immensely greater than an ant in body, is far smaller in mind. Similarly, man's lordship over the animal world is a triumph of mental power.
The driver is weaker in body than the horse he drives, but he has a stronger mind. We shall triumph in the world just in proportion as we develop our inner life.
This is a triumph of industry. The ant rebukes the sluggard Proverbs It is a triumph of patience. The ant toils for the future.
Herein is its true strength. Men who care only for the passing moment are shallow and weak. We are strong in proportion as we live in the future.
But their instinct leads them to live among the rocks, and hide themselves in dark caves and inaccessible crevices.
Thus the strength of the hills is theirs. When there is no hope of holding our ground in the open field, we may find shelter in the Rock of Ages.
If souls have their instincts in a healthy condition, these will drive them to the true shelter, and there weakness will be safe.
Though the locusts have no king, they are able to make successful marches over miles of country, and to completely devastate the lands they visit.
They do not waste their time by flying hither and thither, and by opposing one another. They all move on in solid phalanx. This instinctive order secures success.
It teaches us that the welfare of the individual must be subordinate to that of the community. If a small stream has to be crossed, the myriads of locusts who are so unfortunate as to be in the van of the mighty army fall in and fill up the bed till they make a causeway that can be used by their fellows.
The victory of man is got through the suffering and death of many self-sacrificing heroes. In the Church the cause of Christ will best triumph when all Christians move together in harmony, all seeking to win the world for the kingdom of heaven.
The little lizard is found in king's palaces because he can stick to the walls, and so run into unlooked for places out of the way of men. It is a great thing to be able to hold on.
Quiet perseverance wins many a victory. Patient endurance is crowned in the end with glorious success. In the highest things, "he that endureth unto the end, the same shall be saved" Mark Each of the four here brought before us excites admiration for a successful course.
As in former illustrations, the images rise up to a climax, and what is exhibited separately in the earlier ones is united and completed in the final image.
True success is good. There are various forms of success. Some are more disgraceful than failure. A low end easily won, or a desirable goal reached by foul means, gives a worthless and even a detestable victory.
But when both means and end are good, there is something admirable in success. This success is continuous. The most worthy triumph is not that of a sudden victory snatched at the end of a long, doubtful contest, but the carrying out of a course that is good throughout—a constant series of small daily victories over danger.
Thus the lion is admired, not merely because he can bring down his prey by means of a long chase, or after patiently waiting for it in ambush, but because "he turneth not away for any," and of all four the excellence is that they "go well.
This success is measured by the difficulties overcome. We gauge strength by what it can do, and the best standard may not give visible results in acquisition.
The proof may be seen more in triumph over obstacles. He who persists through all hardship and danger enduring to the end, and faithful unto death, is the true soldier of Christ.
The good and admirable may be of different forms. Success of the highest kind will be got by each using his own talents, not by any vainly imitating those of another.
The lion cannot copy the goat's agility, nor the greyhound the lion's strength. Four methods of success are here suggested. Success may be won by indomitable energy.
This is the characteristic of the lion. He is strong, and he "turneth not away for any. It may be got by swiftness. The greyhound is a feeble creature compared to the lion.
Its glory is in its speed. There is a victory for nimbleness of mind as well as of body. It may be reached by agility , The hound can fly like the wind over the plain; and the he goat can pick its way among the crags of the precipice and climb to dizzy heights.
They are not like the eagle that soars on its wings, for the quadruped must always have some foothold, but with this it can stand without fear in the most precarious positions.
Skilful agility will enable one to triumph over difficulties, escape snares and pitfalls, and rise to daring heights. It may be attained by human qualities.
Man is feeble as a coney compared to the lion, slow as a tortoise in the presence of the greyhound, lame and timorous beside that audacious mountaineer the goat.
But he can master and outdo all these creatures by the use of mental and spiritual powers. Each of the four is known by its success, as none would be known if the animals were caged in a menagerie, and the king left to enjoy empty pageantry.
The kingly faculty is not only recognized on a throne. As the power to govern, it is witnessed in business, in society, and in intellectual regions.
There are born kings. We see how stirring times bring such men to the front as the Civil Wars revealed Cromwell. The noblest earthly career is to be a true leader of men.
He who stands at the head of the great human family was and is a Divine King, and his triumph is in his ruling even through shame and death.
It is not always equally demanded of us. There are times for expression, times when we should break reserve and give forth freely the thoughts and purposes of our souls.
But other times demand peculiar self-suppression. In rebuke of foolish vanity. Too much pretension must be humbled.
Selfish ambition must be cast down. In restraint of evil thinking. But the sooner the sin is checked the better, and it can be best checked before it has emerged in word or deed.
Expression emphasizes an evil thought. A publication of it makes it hurtful to others. The viper brood should be scotched in the nest.
It will prevent future evil. We cannot undo the past; we cannot deny our inner self. But at least we may seek for grace that the sin may proceed no further.
It will prepare for better conduct. In itself it is but negative. It has the merit of silence, it is a "masterly inactivity. There is therefore a moment of silence, cessation, even death, in the act of conversion.
We cannot proceed at once from evil living to good service. Paul had his period of silence in Arabia.
It would be an immense gain in this noisy age if we could practise more of the golden virtue. Frank and open natures are not able readily to recognize the merits of reticence, while, on the other hand, reserved and secretive natures shrink from a requisite confession.
There must be a perception of the evil of giving unrestrained went to one ' s thoughts and desires.
Many people do not perceive the dangers of speech. They blurt out the most unseemly things where the sensitive shrink into silence.
But a horror of the harm that may be done by heedless words will assist in the cultivation of a habit of self-restraint. There must be energy of will.
The unrestrained nature that is a victim to every rousing impression is no better than an unwalled city open to the invasion of the first chance foe Proverbs Now, it is a work of Divine grace to strengthen the will so that the weak may acquire more control over themselves.
At the first blush of it there seems to be more energy in noisy, bustling restlessness, while quiet self-restraint appears inert. But this results from a very superficial view of life.
Nothing less than Heaven-sent grace can make us strong enough to keep silent under great provocation or to be still when the heart is boiling over with passion.
Agur's sayings: God's Word the fountain of all wisdom. These are the words, probably, of a believer in Jehovah who was a stranger in a foreign land.
Among the sworn foes of Israel and her faith, we have in him an example of Puritan rectitude, of unflinching fidelity to conscience, that is highly instructive.
The purity of God's eternal truth, and the safety of all believers in him Proverbs ,—this is his simple and sublime leading theme.
In vain had he sought to explore the unfathomable secret of his essence, by searching to find out the Almighty unto perfection.
It was higher than heaven—what could he do? This was substantially the confession, expressed in different forms, of all the great prophets.
Compare the accounts of Isaiah's consecration, Jeremiah's and Ezekiel's. True religion is rooted in this sense of the Divine mystery.
All piety is shallow without it. In every conscious feeling, thought, aspiration, we are but travelling on the edge of a great abyss, moving towards an horizon which still recedes.
In our deeper moments we are all mystics, and there are times when all talk about God seems babble, and we would fain take refuge in the "sacred silence of the mind.
Verses 2, 3. No words are too self-contemptuous to express the sense of the immense gulf which separates our thought from God. Applied to definable objects, our intelligence scents bright and piercing; applied to the Infinite Might and Wisdom and Purity, no better than the vacant gaze of the ox in the pasture.
Look into those beautiful brown eyes; there is a depth of pathos in them, but no "speculation," no power to grasp the unity and law of things that print themselves in pictures on the retina.
And what are we, though raised above the "creatures that lead a blind life within the brain," but helpless gazers into infinity? Well did Sir Isaac Newton and all the great seers of science realize this feeling.
Their consummate knowledge was, viewed on another side, consummate ignorance. They had not thereby attained absolute wisdom, nor "won the knowledge of the Holy.
Verse 4. One of the first principles laid down by the great Goethe was—Learn to distinguish between the accessible and the inaccessible in nature to your thought.
For want of this, theologians on the one hand, scientists on the other, have rushed into presumption in seeking to wrest the inscrutable secrets of nature from the hand of God.
The unknowableness of the first beginnings of things was recognized by the ancient thinker. The height of heaven, the movements of winds and waves, the changes of the earth's surface,—all may be brought under law; but the word "law" conceals the greater mystery—the nature of the Lawgiver himself.
God is not identical with law, any more than we are identical with speech. Law is but the partially understood speech of God to our intelligence. Examine all the sublime names which have been given to God in the course of revelation, in the process of religious thought; behind them all ties the unutterable and unthinkable Somewhat.
Verse 5. To say that God is utterly unknowable is as great an error as to say that he is perfectly knowable by the human understanding: Such an admission must cut at the root of religion.
On the contrary, religion implies revelation. Because God has spoken to us, we may speak to him; because he has stooped to us, we may rise towards him.
In manifold ways—through nature, through inspired men, through the Son, through the conscience—God "has spoken to the world.
The quality of his oral revelation. The writer is thinking of the oral and written Law. Because definite, articulate, it may be spoken of as the Word of God par excellence ; but by no means are the indefinable and inarticulate revelations through nature to our spirit excluded.
From every sight of beauty and every sound of music in the world we may derive unspoken messages of him "whose nature and whose name is Love.
The refined silver of the furnace is a favourite image of this, its quality. From the alloy of duplicity, flattery, hypocrisy, it is free.
God deals sincerely with us. And, therefore, it is purifying. We behold the true life of the soul in its mirror.
The practical blessing of trust in him. He who speaks to us is to be trusted. And in this trust in One who is eternal and infallible, pure arid true, we have security.
The Law or Word which declares his will is like a broad hand stretched above us to command, and, in commanding, to protect, reward, and bless.
The duty of strict reverence and loyalty towards his words. Verse 6. Much they leave unsaid, which it is not for us to supply.
The general lesson seems to be respect for that element of reserve and mystery which lies behind all that is or may be known.
We may "lie" against God by saying more than he has actually said to us by any channel of knowledge. To exceed or exaggerate seems ever a readier temptation than to keep within the modest bounds of positive declaration.
And certain penalties await all distortions of the truth of every kind; they work themselves out in the conscience and the course of history.
Extremes exist in logic; life shows that extremes meet, and that the path of sense in opinion and of safety in conduct lies intermediate between them.
Not by the wise and religious man. They bring perils to the soul.