Fred Wacker, Jr. served in the Navy during WWII. After his discharge he returned to Chicago to commence his career in the family business – Ammco Tools, a supplier of tooling equipment for auto manufacturers. One of the fringe benefits included a company car - in this case a gray Pontiac 4-door sedan, which he despised. He soon decided to risk his father's wrath by trading it for an MG TC.
One of his first trips in the TC was to attend the Indy 500, where he met up with some guys from the east coast, and was introduced to the fledgling Sports Car Club of America. This led to Fred's role in establishing the Chicago chapter of the SCCA, and his entering the stripped down and mildly modified TC at Watkins Glen in the fall of '49. The MG sported "8" as the racing number – the same number of his father's racing yacht.
Fred's maiden voyage in the field of sports car racing got him a 3rd in class finish, and gave him a chance to make a lot of contacts. He was racing a Healey Silverstone at Bridgehampton in 1950 when Tommy Cole introduced him to the Allards. Fred decided to go that route, ordered #1577 and commenced work with Frank Burrell to install Cad power in front of a highly modified Hydramatic. Fred likewise gave this car the number "8" which, with the artistic touch of Karl Brocken, morphed into the iconic "8-Ball" roundel.
Fred drove his Allard to a 3rd place finish at Watkins Glen in 1950, and then on to Florida for the inaugural Sebring 6 hour race. He and Frank Burrell finished two laps ahead of the field, but officially finished in 8th spot behind the 'index of performance' winner – a .724 liter, 27 horsepower Crosley Hotshot.
Fred, along with several other SCCA racers, then accepted the invitation from Argentine strongman Juan Peron for an all-expense-paid trip to Buenos Aires to run their cars in the Sports Car Olympics in March 1951. Fred finished 2nd, just behind John Fitch, before accepting an offer to sell his Allard. However international political issues arose with the sale of #1577, so it was shipped back to the US. Emil Loeffler had the car restored about ten years ago – and displayed it at the Allard gathering in New Jersey in 2009, and at Watkins Glen in 2010.
Fred Wacker had already bought his second Allard J2 #2086 in 1951 before the Argentine sale complications arose, but did not have any problem re-selling 1577 once it got back to the US. He likewise fitted his new Allard with Cad power and a Burrell-modified Hydramatic – along with several other performance and handling enhancements. #2086 is the Allard J2 involved in the tragic Watkins Glen accident in September 1952 that essentially brought an end to racing on public roads in the US.
Fred continued to race #2086 through 1954. The car since passed through several hands before Paul Brownell of Milwaukee WI purchased it in 1986. Paul stored it in the garage behind his home for several years before deciding to go the 'preservation' route. About 6 years ago he gave it a rather comprehensive mechanical restoration, and had taken it to a number of local car shows – including Elkhart Lake. Paul Brownell has since passed away, and this car remains in the Brownell family.
Late Allard Register publisher, and renowned Allard ambassador Dr. Tom Turner, raced his immaculate Ford flathead-powered Allard J2 #1575 under the "8-Ball" moniker (with Paul Brownell's permission) for several years until his passing in 1994. Tom's widow, Yvonne, subsequently went to racing school and continued to vintage race this J2 for the next couple years before selling it the Rick Cole Auction in Monterey. The car now resides in Europe.
Bob Lucurell owned and raced #3161, his red Hemi-powered J2X for the past several years. That car also displays the "8-Ball" moniker (with Fred Wacker's blessings). Lucurell sold this car at Bonham's Auction within the past year.
The following story comes to us from Alan London, who's father worked at the Essex Aero Ltd., builders of a very unique Allard Special. After that is a brief story about the Essex Coupe from an old AOC newsletter and finally a note from a previous owner.
That's a question I've recently posed, in person and by email, to folks on both sides of the Atlantic. Perhaps surprisingly, especially to us Jag-nuts, the responses have leaned predominantly toward the side of: 'TWO'!
True, the two cars do indeed share the sleek, classical lines indicative of the early nineteen-fifties, but there, the similarities end. Behind the question lies a story, in the main untold – so without further ado, let's travel back through several decades, to the mid nineteen-thirties.
Essex Aero Ltd, was founded by Reginald (Jack) Cross, with the assistance of my father Lionel (Jack) London.
In 1937 their firm, which in the early years specialized in the manufacture/repair/modification of aircraft components, relocated from Marylands Aerodrome, Romford, Essex (hence the company's name) to the Gravesend Airport in Kent, when the Percival Aircraft company vacated the premises.
In their new location, Essex Aero was responsible for servicing local, private aircraft, plus those operated by the airport-based Flying Training School. In addition, it began experimenting with Magnesium Alloy and utilized the metal in some of their products. The opening in 1938 of the Royal Air Force Elementary Reserve Flying Training School provided the company with additional maintenance assignments.
With World War Two looming, the airport was sequestered in 1939 by the Air Ministry, and designated a satellite station of RAF Biggin Hill, which had been assigned the task of defending London and the South East. Gravesend's proximity to the English Channel made the airfield an ideal candidate for Biggin Hill support.
During the Battle of Britain period, the airport was home to squadrons of Blenheims, Spitfires, and Hurricanes, which were serviced by Essex Aero, and repaired as necessary, on mission return.
Throughout the years of conflict, my father's company, in tandem with its war-service, continued to hone its knowledge of Magnesium Alloy. So much so that on conclusion of the war, when the Allied countries created a 'team' to compile not only the 'lessons learned', but to also examine German technological advancements. Essex Aero were asked to represent the Magnesium Alloy community at the team's subsequent conferences/conventions. The company had swiftly established a reputation as a world-wide leader in M.A. technology, with its representatives frequently being invited to deliver lectures on the subject.
Although still contracted to the Air Ministry, the post-war years saw Essex Aero rapidly expand its workforce and its range of business, moving into the commercial world. It began producing a variety of M.A. items such as lightweight hospital beds, fold-up chairs, and soft drink, beer, and milk crates.
Their star truly shone, as was evidenced by the giant Essex Aero four-point star, fabricated solely from Magnesium Alloy. Captured in the beams of three powerful spotlights, the star was suspended over London's Northumberland Street, and became a focal point of the 1951 Festival of Britain celebrations.
In 1952 Essex Aero designed and manufactured an all Magnesium Alloy-bodied Allard sports coupe. The body panels, each hand-formed, were welded together into a single-piece configuration. A standard Allard J2X chassis was lengthened to accommodate the sleek body; a shell so light, that, at a weight of around 140-pounds, it could be held aloft (at the point of center-of-gravity) in its entirety by a single man, and also, from each end, by two ladies – as is shown below in the photographs that were extracted from the Essex Aero archives.
Attached by a mere six silent-block rubber mounting points, the body could be swiftly removed as one-piece, thereby exposing and providing access to the principal mechanical components for any necessary maintenance or repairs.
'Dad's Allard' was powered by a 3,917 cc. Mercury V8 engine with a compression ratio of 8.1. Top speed was a reported 135 mph. The car featured a four-speed electric, pre-selector Cotal (French) gearbox, and thus no clutch was necessary. In line with company traditions, this beautiful, stylish machine was unflatteringly named: 'MAGBODY'!
My father's friend and senior partner, Managing Director Jack Cross, whom both mum and dad would affectionately refer to as 'the old man', was the driver behind the project. Both he and my father shared a passionate belief that magnesium alloy would, given time, prove to be a far superior material than the fast-approaching soon-to-be rival, gaggle of plastics! Jack Cross was also the driver (and proud owner) behind the wheel of this truly unique vehicle which, incidentally, Sydney Allard, the founder of Allard Motor Cars, had taken an interest in, keenly following its progress from conception to completion. Jack could be frequently spotted buzzing around Kent's narrow country lanes in his... new 'baby'!
Sadly, in early 1956, Martin's Bank (later Barclays's) placed Essex Aero into Receivership. All assets were swiftly disposed of, including the one-of-kind Allard, which was literally stolen for a mere 350 British pounds!!! Our family, with much-depleted belongings in tow, relocated, and alas, subsequent communications between Jack and Jack were reduced to mere telephone conversations.
And so the car just kind of fell off the London's landscape. But despite all, my father, who lived to just shy of one-hundred, never let up on his life-long love affair with that Allard, and also never ceased, most-like because of his son's Jag-affections, to prod and insist that 'the car that the two Jacks built', in both of their minds, was designed and produced well afore Jag's XK 140!
Just recently, my wife Maureen, herself an owner-member of our Jag Club, whilst rummaging through some of my parent's belongings, came across the original photos of the Allard. It was her idea that we, in memory of dad, and because the car represented such a proud episode in his life, leaf back through time's pages, and endeavor to trace the route she had traveled from the 1956 sale to the present day, trusting to fate of course, that MAGBODY actually did indeed still exist!
By chance, our continuing probe brought us into contact with Colin Warnes of the Allard Register. With his help, we were able to locate the MAGBODY' shell. It is currently housed at Heritage Classics, a Middlesbrough (Teesside) car restoration company that, coincidentally, specializes in Jaguar renovations.
I mentioned earlier that fortune had smiled, but…!
I was able to make contact with John Collins, the founder and owner of Heritage Classics, and a super gentleman to boot. Understanding and appreciating the motives of our project, he immediately supplied me with a series of photographs, a few of which are shown, plus an update: As I'm sure you will understand, his information generated within Maureen, Colin, and myself, a rash of very mixed feelings.
Sadness and a sense of dismay: that such an example of artistic expression and a long-obsolete skill, has been reduced to, by all appearances, a barely clinging-together collection of metallic leaf flakes. The buffet of one mighty wind gust, one fears, would scatter all in a thousand different directions!
A muted joy: that what once was, still is – though barely!
As John explained, the owner prior to the current, operated a trailer-manufacturing company in Aberdeen. Requiring additional space for his business operations, MAGBODY was moved into a field, where it remained for fifteen years.
As John warned me, and is oh so plainly evident, the Mag Alloy material has deteriorated far beyond any possible repair. He has therefore been tasked by the current owner to replicate all of the panels in aluminum. As you can see, the task has already commenced, but at the time of my writing is in temporary abeyance. John has promised to keep me updated as the project again moves along.
In our correspondence, I provided John with background material on Essex Aero and my father's deep involvement in MAGBODY's origins, (as discussed in this piece), and he intends forwarding it on to the current owner. Eventually, and with hope, between the three of us, it may be possible to color in some of those afore-mentioned historical gaps.
For Maureen and I, there remain pages still to turn before the book on MAGBODY can be closed, but I hope that for fellow Jag-fans, the story so far is an interesting one.
For us ardent enthusiasts, an emphatic "ONE" is the obvious answer to the question I initially posed. But, just for a moment, blank off the signature Allard grill and…maybe, just maybe, albeit tongue in cheek, my old dad had a point…you be the judge!
This 2 plus 2 coupe was built on an extended Allard J2X chassis by Essex Aero Ltd, of Gravesend Airport in Kent, for R.J. Cross, managing director of the company, in l952. During the war years the firm made fuel tanks and other parts for de Havilland Mosquitos.
Like the standard J2X the Aero's chassis, 2224, had a divided front axle with forward radius rods, deDion rear axle, coil springs, hydraulic dampers, 12-inch Lockheed brakes with Alfin drums and air scoops, and 16-inch wire wheels.
Claimed to be the first car body built entirely of magnesium alloy (DTD 118A) the 16-gauge panels, 12-gauge pillars and supports achieved a remarkable saving in weight. The bare shell, without front seats and floor, but with doors, grille and luggage locker floor weighed only 140 lbs. Taken at the point of balance, a foot or so back from the screen pillars, the body could be held aloft by one man. The 20-gallon petrol tank weighed 15 ½ lbs., compared with 39 ½ lbs. in steel, and the front bumper was a mere 8 1bs. Torsion boxes ran beneath the door openings and argon arc welding was used throughout.
Location on the chassis was by six high tensile steel bolts in Silentbloc rubber units which, in conjunction with plug-in electrical connections, allowed the body to be lifted off for any extended servicing to the running gear. A large bonnet gave access to the engine and radiator. The instrument panel, controls and front seats remained with the chassis when the body was lifted and so it was possible to test drive in stripped form. Even with full trim, spare wheel, radio and Clayton heater, the Aero was 6 lbs. lighter than the standard J2X with Chrysler engine.
The black and grey Aero was first driven by a 3.9-litre Mercury V8 fitted with Ardun ohv heads. The gearbox was a four-speed electric Cotal. Mr. A E Freezer who had the car painted red, experienced some trouble with the Cotal, and later came a Chevrolet V8 and GMC automatic transmission.
Hello and Happy New Year Colin, hope the following is of interest. I purchased the car in the early 1970s from Mr. Laurie Ferrari, he owned a few cars at various time and was known to other AOC members. The body color was a mustard yellow and the car was running with a small block Chevy and automatic. I believe it originally had a Ford Pilot engine with a Cotal preselect gearbox. I remember a photo of the car at Brands Hatch in the`60s when it was painted bright red. I ran the car for a while then fitted a 365in3 Chrysler Firepower hemi linked to a 4-speed manual from an Alvis speed 25. The hemi tended to overheat in traffic even with a refurbed radiator and twin electric fans. In spite of that I did compete at Goodwood sprint meetings, a club race at Silverstone and the Valence Hill climb (twice) all without success. The hemi was powerful but VERY heavy and I soon learnt NOT to lift off in a corner as the car would swop ends!
I eventually removed the (very light) magnesium body stripped it and resprayed it in a Ford color, "diamond white", the chassis was stripped and painted silver and the interior was reupholstered with a cream-colored leather which had red piping. I refurbished the wooden dash and had the instruments overhauled as were the brakes which had Alfin drums with steel liners.
I then fitted a 331in3 Caddy, but a change of personal and financial circumstances meant that I was unable to continue running the car and after storing it for a few years I sold it to friend and club member John Peskett who removed the body and shortened the chassis to that of a standard J2X.
When the Magbody came off and the J2X chassis was revealed it was found that most of the standard under structure was still there, for instance the standard rear body hoop had merely been notched and laid back. This meant that it was easy to bring the chassis back to standard configuration base. Essentially by sorting the body hoops and reversing the lengthening process (merely cutting it on the additional welds and removing the extra box sections that had been added to lengthen it). The chassis was then given a 'standard' J2X body to bring it back to the configuration it would have been in had the chassis not been assigned to special purposes and continued through the build in the Allard Works .
PKJ 412 although now a 'standard' J2X, the car pays homage its history by carrying a Essex Aero Ltd. logo on her side.
The Kenyan M...and a gift for a father.
We've said it before...the best thing about running this site is the people and stories that find us. The other day, we received an email from Nick Goodey who let us know that his father had owned an Allard back in Kenya in the mid 50's. His father David was in the RAF and the car was an M he bought from an Indian in Nairobi who said it was imported by a previous owner who intended to enter it in the Coronation Safari Rally (1953)*. The steering box was well worn and he "Obtained"a box off a LHD Ford V8 Pilot which, when fitted and the vertical drop arm re-positioned reversed the steering! David bought the car in 1957 in Nairobi and it was sold in early 1958 as he needed a saloon for longer trips on game photo shoots and adventures.
Fast forward 60 years or so and son Nick wanted to get his dad David a gift to remember his old Allard. Being a bit of a craftsman, Nick created the wireframe sculpture below of his fathers old M. The sculpture is almost 18" long! We were so impressed with the wireframe so we asked Nick if he accepts commissions. Nick replied that he does, with the basic pricing around NZ$250, 200GBP, or US$285 and varies due to size and detail. If you are interested in discussing a commission with Nick, click here to email him.
One of our favorite things about publishing this website are the interesting people that find their way here. We received an email the other day from Roy Walter who used to work at the coach builder Hilton Brothers. Hilton Brothers were responsible for building the saloon (P1) bodies. Below is a brief look at what life was like for those who built our cars.
When I was in the forces it was an offence to keep a diary-I suppose it was in case of capture and the subsequent betrayal of serious secrets,-so I never got into the habit, and I've always regretted it. I have problems with dates, but I think I went to work for Hilton Brothers in early 1951. Panel Beaters were an elite bunch in those days, we were mostly head hunted. The factory was basic in terms of plant and facilities. The Coachbuilders or chippies (wood workers) as we called them were upstairs on the first floor where the offices were. One of the Hilton Bros was the boss up there and we seldom saw him. For that matter we didn't see the other brother much either. The Panel shop was run by a certain Bill Merritt.
The completed wooden bodies came down to us in a large lift, and we "tinbashers" formed the aluminium panels. Two guys were responsible for the roof panels, which included the cant rails, the peak over the windscreen and the two panels forming the rear light. I usually took care of the sides over the rear wheels, the boot panels and surrounding bits. Another guy did the boot lid and both doors. All these panels had to be welded together, and during this time, the skeleton skin was supported, resting on the peak at the front and the boot at the back. When the whole thing was finished and tarted up, we all lifted the skin up manually and dropped it on to the wood body, where it was fixed on by panel pins under the body. Such sophistication!
We used mostly 18swg aluminium sheet. We usually cut our own panels up from patterns hung up on the wall. Welding was done by the usual method, OXYGEN and Acetyline bottles. One of us held up the panels to be joined, the other one welded them. We didn't work in pairs; we just called out for help when needed. The one pair that always worked together was the pair who did the roof panels. These were too big for one to handle on a wheel, so they travelled a bit backwards and forwards from one side to the other then back the other way until the panel had enough shape. Then they welded on the surrounding panels. Hilton Bros never had a power hammer-they frightened the life out of me anyway. We rarely used hammers at all. Mostly it was bashing them judiciously with mallets, bossing mallets and sandbags, then smoothing them out with the [English] wheel. The welding process distorted the panels, and we took care of that with a flipper in one hand and a handweight in the other.
I think there were six of us altogether, not counting the old feller who was a wingmaker. He had been a pre-war wingmaker in the British motor industry, forever telling us how easy we had it. There were a number of other guys who worked on the same floor. They were "fixers." They secured the panels to the wood frames, secured the bonnets, boot lids and doors, plus windscreens. Then the bodies went back upstairs to have the trim installed. Yes, the chippies made the frames for us to work to, but we didn't often get to see them. I mentioned Bill Merritt before. He was the panel shop foreman, responsible for inspecting everything we made; a man with an eagle eye. When he wasn't inspecting, he would help out on the floor. A nice guy. Came from a long line of undertakers so he said, recounting with great gusto some of the gory details.
All British factories had a tea break at 11:00am and usually 3:30pm. We didn't have a luxury canteen .We kept some planks against the wall, formed a circle with some drums and that was our "canteen." Washing was even more basic; a bucket with cold water and a bar of soap! The toilet was a disgusting old urinal. Eventually, we became fed up with all these primitive conditions, and making no headway at all with Messrs Hilton, we went on strike! All we got was promises, but luckily I got an invitation to work at Hoopers on Rolls Royces later on in 1952. Same sort of money but much more civilized. Sadly none of the old coachbuilding firms exist anymore. Even the Rolls Royce bodies are made in Germany from pressings then tarted up before sending them over here.
Hoopers was an entirely kettle of fish, in that everything was organized. The chassis came in with the customers name on the windscreen, and we tinbashers worked in gangs of five to a car. The gangleader was paid for the whole car and we divided that price by mutual agreement between us, which worked out quite well. Mostly we were doing Silver Clouds , sometimes the occasional Bentley. My contribution was doors, which was challenging because the wing shape ran right through the doors. There was no getting away with any slack. The inspector wore sugar bags when he worked, and I don't think I ever did a door without his chalk marks on it. I was there about eighteen months.
I only left Hoopers after pressure from my father, who, whilst in his late seventies started a business making shopfittings. My brother, an artist designed the product and made all the tools for him and the business took off. So much so that the whole thing ran away with him. Unless he could find someone trustworthy to organize things while he was outselling it was going to fall apart. Within a year our turnover was a million pounds annually. I had ceased to be a panel beater and became a Company Director. My life story stops here. I only mentioned it because I needed a good reason to give up tinbashing!
PS: I had a big disappointment some months ago. Driving on a local motorway in driving rain, I actually overtook an Allard saloon. I couldn't make him understand my frantic hand signals. He probably thought I had an ulterior motive and I gave up in the end as I had to be elsewhere. The first Allard I had seen for sixty odd years too, and I wanted to tell him we were connected. Ah well. Ce Le Vie!
Chassis #99/J/1731 fitted with Ford Pilot engine # 5338/26 was the first of 6 Allards imported to Australia, the car arrived in September 1950 to Rube Gardner's order. Gardner was appointed the local concessionaire having travelled to the UK to do the deal with Allard himself early in 1950. Gardner's premises were on the Princes Highway, Carlton, a southern Sydney suburb.
Gardner drove the car to the October 1950 Bathurst meeting. He didn't race, but took it to Mount Panorama for display purposes. The red painted, side valve Ford Pilot engined car immediately impressed Stan Jones, the 1959 Gold Star and Australian Grand Prix Winner and father of 1980 World Champion Alan Jones.
Jones first J2 competition event was the 1950 Australian Hillclimb Championship at Rob Roy in November, he finished 2nd in his class. In 1951 he raced the car successfully at Rob Roy, at Bathurst he was timed at 104.8mph on ConRod Straight, and at other meetings.
Jones sold the car to Geelong, Victoria, driver Tom Hawkes in a deal which involved Jones taking over a Cooper MkV 500 Bill Patterson and Hawkes had raced in England in 1951.
Hawkes raced the car in standard form for a while and then engaged Melbourne's Ern Seeliger to modify it by fitment of an Ardun OHV engine kit and Jaguar 4 speed gearbox with 'C Type' ratios, to replace the 3 speed Ford Pilot 'box.
The tail of the Allard was replaced with a narrower one, the front and rear guards removed and wire wheels adapted to Lancia hubs fitted. The light car now developed circa 300bhp. It was a formidable, noisy and spectacular weapon at the time.
Over the next couple of years the J2 competed widely, mainly driven by Hawkes but occasionally by Reg Robbins who maintained it. It was also driven by John Sawyer and Adrian Gundlach. The car raced at Fishermans Bend, in Albert Parks inaugural meeting in 1953 and Rob Roy, all in Victoria. Hawles competed at Collingrove Hillclimb, Sellicks Beach and Port Wakefield in South Australia.
He travelled to New Zealand for the 1954 NZ Grand Prix meeting at Ardmore in January. There the car blew the OHV engine in practice, a stone pierced the radiator with the side valve engine fitted for the race, famously won by Stan Jones in the Maybach. The J2's Ford engine was brittle and 'popped' comprehensively at least 3 times, twice with rod failure, the errant component carving the cast iron block in half on both occasions.
The J2 was quick, it recorded 137 mph on Longfords 'Flying Mile' during the 1955 Tasmanian Trophy meeting. Hawkes advertised # 1731 for sale in October 1955 but continued to race it. The car was finally bought by Reg Robbins who had been preparing the car for Hawkes as noted above. He raced it at Phillip Island and Rob Roy in late 1956 and early 1957 respectively before sale to Geoff McHugh in Tasmania.
Melbourne's Ian McDonald repatriated it from a Tasmanian 'chook shed' in 1964, he restored it, a process which took 2 years. He first raced the car in an historic event at an open meeting at Sandown in 1966.
The car has passed through numerous sets of caring hands since then and is still in Australia.
Graham is the current caretaker of J2-1731. The car has been restored and is actively raced in Australia. The car retains Ford power, albeit with a set of ARDUN heads.
The Internet has done amazing things for the car culture. Need help restoring a car? We now have access to vendors from around the world that can supply all the parts to restore and keep our cars running. Need to research the history of your car? No need to hire a Private Investigator; just go to the Internet! Looking for old photos of your car? Now you can easily find them online at the REVS Program, courtesy of Stanford University. Several notable photographers have donated their archives to REVS and rather than locking them away in a vault forever, the archivists are scanning those images and posting them online in a searchable image database! The database already contains several thousand photos, with at least a few hundred Allard's in there. We say at least because we've found a number of photos featuring Allards that haven't been tagged "Allard" yet. We even found a few photos of our J2X Le Mans racing at Moffett Field in 1953 (see above)! You can purchase any of the photos for a nominal fee, which helps to cover the costs of scanning the images, storage, web access, etc. If you've got some time to kill, click here to visit their digital archive.
Sydney Allard was a survivor and visionary. After his company stopped building cars, they focused on selling performance car parts and...sun roofs. Why sun roofs? Today sun roofs are commonplace on cars, but back in the late 60's and early 70's they were a rarity. Allard was the UK distributor for Golde sun roofs, a German company that was the leader in this emerging industry. Click here to download the Allard Golde catalog. Special thanks to Kerry for sharing!
We are excited to share these recently unearthed photos from Le Mans in 1951. It's interesting to note the dramatic change between Le Mans in 1951 and what the race has become today. The #2 car of Alfred Hitchings & Peter Reece is featured prominently. The team crashed on lap 22, but managed to make the end of the race, finishing 214 laps. Unfortunately their last lap took more than 30 minutes, which disqualified the team.
Who can you spot in the photos?
From the August 12, 1957 issue of Sports Cars Illustrated magazine. Anyone know if this still exists? Special thanks to Kerry for sharing!
We were excited to learn today that the British Pathe, who has been archiving world history on film since the 1890's...has posted their archives on YouTube. What does that mean for Allard fans? We get to enjoy at least a dozen or so Allard related films that we likely never seen before. Our favorite so far is this clip of the one-off Allard Dolphin. A car built on a L-type chassis that featured one of the earliest retractable hard top roofs. Loyal readers of the Register will recall that we published a story on the Dolphin back in 2009. Click here to learn more.
Erwin Goldschmidt was probably one of our favorite Allard racers. Not only was he an outspoken supporter of the Allard marque, but he was extremely competitive. As early as June of 1951, Erwin realized that his 331 Cadillac powered J2 would soon lose out to Chrysler's new 331 Hemi. Desperate for more speed, Erwin wrote the following letter to the Cadillac Engineering Department in order to persuade them to share their latest speed secrets. Click the image below to view the complete letter and the response.
Special thanks again to Barry Burrel for sharing another great find from his father Frank's archives.
While perusing the SCCA "Sports Car" newsletters that were kindly shared by Andy Picariello of the AOC, I came across this interesting story about the Dam Rally. Apparently Sydney decided to debut his fiberglass Palm Beach prototype with the entrants at one of the check points. Apparently the car caused at least a few entrants to be delayed. Click here or the photo above to read the story.
They are of #3147 on a visit back to friends during my senior year at Colgate University in 1953-4. The car was only months old when these photos were taken. As the car appears in these photos the spare tire was in the back hatch along with a foldable canvas top and half side curtains. The two little wind screens were stored back of the seats. I used the machine winter and summer and found the top quite effective in keeping one dry with the car moving but I put the half side curtains in a closet at home as they were far more trouble than worth as far as any useful effect when installed on the car."
The report above is a vehicle test report from Zora Arkus Duntov regarding the Cadillac-Allard #952. Test car!? Allard!? Chevrolet!? It's no secret that the major car companies bought their competitors cars to test and dissect, but we think it's pretty cool that Chevrolet had an Allard as a test car. A few points of reference...this report was dated August 19, 1953 and the first Corvettes started rolling off the production line on June 30th of the same year. The first Corvette could hardly be called a true sports car, it was basically an underpowered sedan chassis wrapped in a sleek body. With the lack of comparable production sports cars from the competition, it makes sense that the bow tie would would want learn what made an Allard tick so they could make the Corvette better.
So what car did Chevrolet acquire? We know they had access to Fred Warner's J2X, but that was an outright race car. After checking the database, we found that Chevrolet purchased K3 3171 from Vauxhall Motors USA (Vauxhaul Motors was acquired by GM in 1925). It makes sense that they would use the K3 as a test mule...convertable body, V8 engine, sporting suspension. Although we don't learn much about the car from the report, we do learn that with a fairly stock automatic transmission, the car could hit 0-60 in 8 seconds flat...not bad! It also sounds like they have some plans to tune the car to see what else it could do.
Our records also indicate that Fred Warner ended up with the car and that it was raced. In case your curious, the car was light gray with a red interior and black top - and yes, the car still exists.
-Click here or the image above to download the pdf. Special thanks to Barry Burrell for sharing this document!
Few people realize the significant roll the Allard Motor Company had in General Motors. Sure many Allards shipped to the US were fitted with Cadillac engines, but they were also fitted with Chrysler, Lincoln, GMC, and of course Ford power. In 1952, Ed Cole was Chief Engineer at Chevrolet where he was tasked with developing the legendary small block V8. He was also friends with US General "Butch" Griswold, who was in command of the Third Air Force in the UK. Butch was a regular at the Allard plant and was good friends with Godfry Imhof. At that that time it was next to impossible to get anything imported into the UK, let alone a hot rodded American V8. That's where the saying, "It's not what you know, it's who you know," comes into play. Imhof wanted to upgrade his J2 and read about Fred Warner's J2X (pictured above) that had been equipped with a hot Cadillac engine that was serving as a Chevrolet test mule. So Imhof talked to Butch, and Butch talked to Cole. In the end, we don't know if Imhof ever got his engine, but if you read the letters below; you'll get to learn more about the "Warner" engine.
Special thanks to Barry Burrell for sharing these letters. Barry's dad Frank, was General Foreman of the Cadillac Experimental Garage. Frank also handled Fred Wackers Allard and was invited by Curtis LeMay to support the Allard team at the 1953 Le Mans.
Every time the number fourteen Allard raced it always started on the pole as the fastest qualifier. I don't think I really appreciated just how important that really was until years later. Thinking about it I'm not sure how I really accomplished that. It didn't seem to matter where we raced, the car was just scary fast compared to other cars in the field.
Being on the poll was always a little frightening because you have the entire field behind you, thousands and thousands of horsepower all screaming to go and if for some reason I stalled or some other stupid thing, it would be a terrible mess.
I know that when I was in front and the starter would give us the signal to start your engines there was always that awful moment when you thought God I hope the battery isn't dead. After the engine roared to life I've probably put the car in 1st gear at least 5 or 6 times just to make sure I was really in 1st gear. Sometimes I would actually let the clutch out just a little bit to make doubly sure that I was in number 1 slot. Of course, that was only the beginning.
My adrenal glands had probably been asleep for weeks or months since my last race and it was a rude awakening when the clutch came out and the car burst forward in a blinding explosion of speed. For some reason my vision immediately narrowed down to the front wheels and the road directly in front of me with little or no indication of what might be in my periphery. I don't think I was really aware of who was chasing me until at least the 2nd or 3rd corner had been negotiated without any serious mishap. Finally, I probably took a deep breath or let one out that I had been holding since the start of the race, and took a look to see who was back there. It was no surprise when it was usually Phil Hill.
I've never really had a chance to talk to other drivers about what it's like to sit in front and lead a race from pole to pole or from start to finish. The pressure which is enormous at the beginning of the race gradually diminishes as you complete each lap without serious actions bordering on dumb. There were moments when only you and no one else realizes that you had probably made a very small error and you simply told yourself don't even think about doing that again. It might have been experimenting with a slightly different line on a corner or changing the breakpoint for slow down by 5 or 10 feet. You quickly learn that the once you're in front this is not a good time or a place to experiment with how to go faster. After all, you're in front, what more do you want, all you have to do is stay there and everything should work out to your satisfaction.
People often commented to me about how difficult it must have been to drive the Allard, which they assumed was a bad handling car. The people who made those comments had never driven that car so I always took them with a grain of salt. But it wasn't until I drove several other Allards and then the black number 14 that I realize how much minute care and preparation went into that particular car. It was a number of adjustments and modifications that were made that resulted in the handling characteristics of that car being far superior to any other Allard I ever drove. Tom Carstens, in fact, had won a championship in midgets so he was well equipped to set up a car. Tom Carstens and Dave Fogg, his partner, were a team that was hard if not impossible to beat.
These days for a couple of hundred thousand dollars you can buy something from Italy, Germany or Great Britain that will go fast and is fun, but I will put up the Allard up against them. The Allard in terms of fun would be at the top.


Mastering the Brush Tool is an essential skill every designer should learn. In this course, 10 Tips to Master Adobe Photoshop Brushes, you'll learn everything from how to install Photoshop brushes through to mastering the use of hard and soft brushes. First, we'll learn more about the best brushes to use before covering brush application and various brush resources.
As you develop your brush skills, you can start to experiment with the incredible Photoshop brushes available on Envato Elements.


There are a few things brewing at Waxxi. One of them, [I] can talk about here. Others will have to wait, just a while longer.
While we'll continue our typical 30+ minute interactive podcasts with very interesting people, we'll also begin a shorter version, called the Sweet Spot. The idea is micro-consumption: an interesting snapshot of cool, smart people which you can read, listen to, or watch in five minutes (or so).
We'll be announcing a lineup soon, but here we'll let you in on one of our first guests: Twitter co-founder, and genius , Biz Stone. Have a question for Biz? Simply leave a comment here, DM me on Twitter here, or message me on Facebook here (guest suggestions may also be submitted in the same manner).
Originally blogged at Socially Speaking.
This was a great discussion. You can listen to, and download, it here. Bonus: a few other places where Seth is popping up online.
Well, wait a second. Yahoo! makes millions and millions of dollars every day. They have more register users, I think, than just about any other site in the world. And, they deliver huge amounts of information on finance and everything else. Millions and millions of people have Yahoo! mail.
If someone wanted to hand me the keys to Yahoo!, I'd be happy to show up. They're not doomed, by any stretch of the imagination.
The real question, I think, should be: what's Yahoo!'s next Dip, and how do they get through it? Is Yahoo! on a dead end in which they're going to keep cranking out money but not become a superstar in something new. Or, are there Dips that the people at Yahoo! could focus on and put their huge resources behind, and push through. Or, is it a better strategy for them to do forty things, and hope that one of them pops?
And, based on what I've said so far today … the way you win on the Internet and everywhere else is to find an area that people are going to choose to talk about, overwhelm it, push through the Dip and then erect a barrier behind you - what I call the Valley of Death - so it's harder for the Microsofts and the Googles to catch up with you.
More, transcribed from last week's Waxxi 'Cast with Seth.
And so, I wouldn't have spent that money. I think, if your goal is to reach investors and let them wake up and say 'Wait, there's more than one search engine in the world. Maybe we should buy the stock,' that's a different story. But if you think that putting a billboard up on 38th St. and West Side Highway in New York that says, "The Unabomber Hates the Algorithm" -- I don't get that.
The bigger question, is what would you do if you're trying to compete with Google? And I think the answer is, you find smaller Dips where you can set up mini-dynasties.
Off the top of my head, I would build the best search engine in the world for high school students. So that if you're writing a paper on any topic, this search engine will work five times better, and five times faster, than Google – because it will filter out all sorts of extraneous stuff and always give you the right answer when you type in "J. D. Salinger" or "Fidel Castro" or whatever.
If you built that, you could get through that Dip. You could win in the high school homework arena. Why? Because high school students will tell each other about it. And if you do, you've just put a hook into an entire generation of millions of people, who, four years from now are going to be in college, and four years after that are going to be starting important jobs.
That's a Dip that's attainable. Whereas the Dip of, 'Well, our algorithm's a little bit better. How do we make a better search engine?' I just don't know how to do that. They may very well be smarter than me, but I don't know how to do that.
"What was your biggest Dip?"
I've had lots and lots of Dips, which is really lucky for me.
There are plenty of people I went to business school with who have been on a dead end ever since. There are plenty of people who I worked with at my first job, who have been at a dead end ever since.
What I have tried to do is seek out Dip after Dip. Now, there have been a few times when I've quit in the Dip and regretted it. There have been a few times when I almost quit in the Dip, and managed to just squeak through. Just before I sold Yoyodyne to Yahoo in 1998, the good news is the day before we sold, we were profitable which was very unusual in those days. The bad news is that in the six weeks before we sold, there were three occasions where we almost missed payroll. We were within an hour of not having the money in the bank to pay our employees.
And it would have been really easy in those days to give up. To look around at the well-funded companies that had raised twenty or forty or eighty million dollars. We had raised four. To look at the companies in California that were getting great deals and hook-ups because of who they knew, and we were in New York and knew no one.
And, it would have been easy in the pressure of the moment to say, "Well, we gave it a good try. Let's go home." I'm really glad we stuck that Dip out.
The Dip hit the New York Times bestseller list last week.
If you'd like to register, go here (but we're rapidly running out of space, so hurry!) And, thanks to everyone who signed up to be a part of the conversation. Talk to you soon.
Update: Registration is open, and details are now posted.
Sneak preview: Waxxi's next interactive podcast guest will be Jimmy Wales, on April 5, 2007.
In addition to being founder of Wikipedia, Jimmy is also co-founder and chairman of Wikia. I recently went to see him talk at NYU (on Free Culture, Transparency and Search), and learned a great deal about him, and about the project which is consuming the bulk of his time, Wikia Search.
Like Waxxi's other guests -- Michael Arrington, Robert Scoble and Cory Doctorow -- Jimmy has made the infamous Forbes Top 25 Web Celebrities for 2007 list, coming in at number 12.
But What is so impressive about this American Internet entrepreneur is the sheer impact of his vision. Wikipedia has had a profound effect on our society. Tim O'Reilly described it well when he visually depicted the evolution of an entry on Wikipedia based on the number of human attributions. And by comparing the (skyrocketing) growth of Wikipedia to that of (flatlined) Britannica.
So Wikia, the for-profit sister site to Wikipedia, is closely tracking the early growth of Wikipedia in terms of new article generation. The obvious conclusion is that what worked for Wikipedia may work for Wikia, too. Certainly the same forces of user generated content and community are in play.
Wikia Search, in at least one person's opinion, has a very good chance at disrupting the world of search by making it human-powered.
There will certainly be a lot to talk about, and I hope you can join us for the conversation. The details will be announced shortly on Waxxi's site, where you'll be able to register for the live event.
We're pretty excited about this. My good friend Jackie Danicki says it best, in the title to her post about Waxxi's next event: Talk to Cory Doctorow.
That's all it is. A global conversation, open to anyone we can fit in (within reason). It's a lot of fun, and I hope you can join in.
Details are here. Cory's blogged it on Boing Boing and Craphound, too. Cool!
Cory Doctcorow makes my brain hurt. But in a good way. A very good way. That's Cory after Friday night's Free Culture @ NYU talk: State of the Copyfight 2007: Looking up, not out of the woods yet.
He's also a sci-fi writer and activist for our rights, when it comes to the world of copyright and DRM. Here's a video of him talking up DRM and self-determination, courtesy of Loic Le Meur (and Google Video).
Side note: Interestingly enough, I was one of the people Cory was emailing from the conference, which we all three (plus about 297 others) attended. In the email, Cory agreed to be Waxxi's next guest, on an interactive podcast in February. More over here, shortly. In the meantime, check out his new short story collection, Overclocked.


What has your experience been? We will have two days at sea and two days in port. I can drink a ton, but I'm not sure the wife would get her money's worth. I know people try to smuggle stuff on, but I've heard it's pretty much a 50/50 shot at getting past security.
Do you think it is worth it to get the package? If you would prefer to chat off of this forum, let me know, and we can work out a way to chat.
Many people buy these drink packages and feel they are worth it. They don't match our style, but to each his own.
In your case it sounds like the Cheers package might work for you but your wife should buy drinks a la carte.
That's my whole problem. The wife doesn't drink nearly as much as I do. The package requires everyone in the stateroom to buy the package or it's not available. We either both buy it, or neither of us buy it.
While Carnival does not allow only one in a cabin to purchase Cheers, other cruise lines do (specifically RCCL). Unless you are married to CCL , you might want to try another line so you can drink to your hearts content without wasting drinking money on your wife.
I guess you have to do the math. If you book the package in advance, it is $49.95 per person in the cabin, per day. I consider purchasing it before each cruise, but I carry cans of coke, one bottle of wine per person on board and purchase 12 small bottles of water to be delivered to the room. I could bring cans of beer instead of coke or a mix of the two (cans only), but I seem to always carry my wine home unopened. Two rum punches a day are enough for me, so about $20 a day including gratuity. I understand they control who gets the drinks in order to avoid having drunk passengers running around, as well as having a cap on the number of drinks allowed per person. IMHO, do the math.
Thank you for your service to all of our military personnel and veterans.
"For safety reasons, Guests are prohibited from bringing alcoholic beverages on board with the following exception: At the beginning of the cruise during embarkation day, Guests (21 years of age and older) may carry on in their hand luggage, one 750 ml bottle of sealed/unopened wine or champagne per person. A $15 corkage fee (a charge exacted at a restaurant for every bottle of wine served that was not bought on the premises), per 750 ml bottle, will be charged should Guests wish to consume their wine or champagne in a main dining room, steakhouse or bar. Guests are also prohibited from bringing water, sodas and other non-alcoholic beverages on board that are packaged in bottles. A small quantity of non-alcoholic beverages (i.e., sparkling water, sodas, juice, milk) packaged in cans or cartons may be brought on board on embarkation day, only if carried on in Guests' hand luggage (not in checked luggage). A small quantity is considered a maximum of 12 sealed, unopened cans/cartons of 12 ounces each or less per person. Any hard liquor, beer, other forms of alcoholic beverage, and non-alcoholic beverages, outside of the exceptions referenced above, are strictly prohibited (in both carry-on and checked luggage) and such items will be confiscated and discarded and no compensation will be provided."
As others have stated, if only one person in the cabin drinks, or the second person drinks very little, then it would probably pay you not to get the beverage package. Also, as someone mentioned, try another cruise line, such as RCCL, that does not require both occupants to get the beverage package. When you add up all the expenses, you may find this a cheaper option.
Last edited by Donna; February 22nd, 2017 at 03:46 AM.
I would put $500 deposit on your sale and sign card and then your drinks are covered up to that amount. That way she is not wasting the money and you have paid "In advance" and then if you don't use it, you get it back!! If you go over, you night consider the cheers program next cruise!!
For me the cheers package is worth it. Even if someone "doesn't drink that much". The cutoff is about 5-6 alcoholic drinks a day. But cheers also includes non-alcoholic drinks. My wife loves carbonated waters. She was able to drink 3 or so perriers a day. We got a latte a couple of days. Regular bottled water is included also.


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Home / JWU Global / Contact for Providence Campus
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Contact JWU Global, International Student Services, and Study Abroad, and learn about our staff.
JWU GLOBAL
Lynn Robinson
Executive Director of JWU Global
Lynn is responsible for all aspects of JWU Global which include International Student Services, Study Abroad and English Language Cultural Academy (English as a Second Language). Lynn is a student advocate and supports global learning. As an alumni she aspires to mentor students so they are successful in all thing related to higher education. She spends her free time with her family and loves to sit by her pool and read. Living in Rhode Island allows her to visit the various beaches and collect sea shells and sea glass.
Wesley Roy
Director of International Student Services
Wes is responsible for Compliance with F1 and J1 international student immigration regulations, and ongoing support programming and services for international students. Wes enjoys spending time with his family exploring all the interesting things in southern New England. He is also an avid outdoorsman and tries to get outside as much as possible to enjoy the environment of our region. Wes appreciates the contributions of our international student population here at JWU.
Joanne Gilbert
Assistant Director of International Student Services
Joanne is responsible for advising all F1 students, including OPT and STEM OPT students, in addition to her duties as Assistant Director. Joanne earned her Bachelor's and Master's Degree at Johnson & Wales University. She speaks four different languages: English, Mandarin, Cantonese and Malay. Being an international student herself in the past, Joanne helps students understand immigration policies and how to adapt to the US culture, the University and the larger Providence community. Joanne enjoys seeing her students grow and successfully graduate from Johnson & Wales.
Morgan Pimentel
Study Abroad Program Advisor
Morgan is responsible for advising students from the Johnson & Wales campuses who want to study abroad. During her undergraduate career she studied abroad in Florence, Italy, where she found her love for global education. Upon returning from Italy, Morgan completed her Master's degree in International Higher Education from Lesley University and found a passion for showing students how study abroad can be accessible! Morgan enjoys the student-centered vision of Johnson and Wales and the collaborative efforts of JWU Global.
Sharon McMahon Joyal
ESL Specialist
Sharon has a Master's degree in Teaching English as a Second Language from Simmons University, Boston. During her undergraduate studies at Providence College, it was her courses in foreign languages and linguistics, study abroad experience in Québec, Canada, and travels throughout Europe that inspired her to become a language teacher. A certified K-12 ESL teacher, Sharon served in local public schools and taught many ESL writing courses at Johnson & Wales University before embracing her current role at JWU Global. She also has a background in non-profit management within higher education and community-based adult education. Sharon is a member of Rhode Island Teachers of English Language Learners (RITELL) and has presented at the National Center for Families Learning's annual conference.

redpajama_set_name: RedPajamaCommonCrawl


Anti-cheating measures are also included.
PUBG Mobile's recruited 20 million daily active users (outside of Korea, Japan, and China) in just six months. To celebrate, Bluehole is giving gamers a massive update led by the arrival of the Sanhok map. That also means new weapons (Flare Gun, QBZ, Muscle Car and Bulletproof UAZ), along with a new Season Page that shows all your data -- including titles, highest tier reached and more -- and the usual gameplay improvements, this time tweaking the chat system, clan rankings, air drop items, and friends list, among others.
Sanhok, previously known as Savage, is a 4x4 tropical island map (making it smaller than the others in the game) that got its debut on PC in June and arrived on Xbox One this month. It now joins the Russian map Erangel and divisive sand map Miramar on mobile.
The update also brings anti-cheating measures that target shady plug-ins. Plus a new report button on the Spectator Mode, Basic Information, and Results screens means players can alert PUBG Corp of any bad actors. Bluehole's anti-cheat system provider BattlEye said in February that it had banned 1,044,000 PUBG cheaters the previous month, but warned things "continue to escalate".


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Nightlife/Entertainment Nightlife Articles Article
6 Essential NYC Nightlife Experiences to Try in 2020
Where to Find Great Cabaret in NYC
7 Unconventional Nightlife Options in NYC
8 Small-Scale Places for Live Music in NYC
10 Cocktail Bars Near Broadway Shows
CityGuideNY.com
Gotham After Dark - Bars, Bowling, Comedy Clubs, Live Music & More
On 07 July 2014 by City Guide News Desk
From torch-song cabarets to cutting-edge dance clubs, from neighborhood bars to velvet-rope lounges, plus world-class comedy clubs and establishments with all manner of live entertainment, New York City is a world capital of nightlife. Here you can find libations from beer and wine to elaborate cocktails and high-end champagne, often accompanied by great food.
Voted the best comedy club in NYC by NY Press, Gotham Comedy Club is one of the city's most elegant and upscale venues. Every third Sunday of the month, Gotham Comedy Club hosts "The Mixtape Comedy Show" with Royale Watkins, featuring the hottest comics and musicians; past performers include Tracy Morgan and Patton Oswalt. January 16-17, Sinbad will be performing.
A throwback to the fabled days of New York nightclubs, B.B. King Blues Club & Grill features top-caliber music stars and an American Continental menu with a Southern flair. The Showcase Room has video screens and state-of-the-art sound, table seating, a bar where you can snack and listen, and a dance floor. The Beatles Brunch is offered every Saturday at noon (doors at 11am), and doors open for the Gospel Brunch every Sunday at 12:30pm with music at 1:30pm. Visit bbkingblues.com for a list of upcoming shows.
Resorts World Casino in Queens is the city's only place for gaming, dining, and live entertainment in NYC — and it's easily accessible from Manhattan. Their new Manhattan "Red Express" fleet makes the journey with three routes: Upper West Side, Upper East Side and Midtown. Buses are FREE and run every hour from Sunday to Wednesday (10am-midnight) and Thursday to Saturday (10am-2am). To see the complete route and all its stops, visit rwnewyork.com.
Co-founded by Rodney Dangerfield in 1969, Dangerfield's is the longest-running comedy club in the world. The world-famous landmark features top comedians straight from other clubs, movies, and TV shows such as The Tonight Show and Letterman. Stars who have performed here include Jay Leno, Jim Carrey, Jerry Seinfeld, and Chris Rock. Dangerfield's features no drink/food minimum, making it an inexpensive place to get your laughs—and to be a part of comedy history.
Garage Restaurant and Café has it all -- great food, an outdoor cafe, and live jazz all day and night. Multi-level dining gives everyone the best seat in the house, whether relaxing on richly upholstered banquettes or overlooking the entire scene from a cozy booth on the balcony. With 17 draught beers, a fireplace, late-night dining until 2:30am, and great people-watching, a stop at Garage is a must when visiting Greenwich Village. 99 Seventh Ave. So. (Christopher St.), 212-645-0600; garagejazz.com
Stop into any of Heartland Brewery's locations and you'll see that it isn't just beer that's brewing at New York's first American-style brewpub. The relaxed atmosphere makes it a great place to kick back and relax, and the multiple locations make it easy to stop in and sample one of the many unique brewed beers, or have one of the appetizers. And located next door to the Times Square location is HB Burger, which serves nine specialty burgers and "hard shakes," which are definitely not for kids! 35 Union Square at 16th St., 212-645-3400; 127 W. 43rd St. btw. Sixth and Seventh Aves., 646-366-0235; 350 Fifth Ave. at 34th St. in the Empire State Building, 212-563-3433; 625 Eighth Ave. at 41st St., 646-366-0235; heartlandbrewery.com.
Located in the Gramercy neighborhood of Manhattan, The Stand Restaurant & Comedy Club features some of the biggest names in comedy as well as local and national up-and-comers. Plus, their restaurant offers some of the city's best late-night dining, with enticing dishes such as Cheeseburger Dumplings, the renowned Stand Burger, Pepper Crusted Seared Tuna, and more. 239 Third Ave. (20th St.), 212-677-2600; thestandnyc.com
Bringing a group to NYC? Free planning services
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The impermanence of New York's nightlife is part of what gives it its energy and appeal. If you're in town in the year ahead and need to know where will be good to party, read on to find out the absolutely essential NYC nightlife experiences for 2020.
As the lyric goes, "Life is a cabaret," and if you believe in these words as much as Sally Bowles does, it's a sure bet that nightlife is the right life for you.
If you're bored of ordinary bars, it's time to shake up your weekend. Gather your friends for an escape room, a round of mini golf, or a trip to a speakeasy next time you're in the mood for some fun. Or if you're extra-adventurous, go for all three! Here are 7 ways to spend your evenings in New York City and do something a little different.
When you want to catch live music in an intimate space, where you might connect a little better with musicians and fellow audience members, New York has some great options. These eight venues hold 250 people or less and host stellar line-ups in a range of genres. Read on to get a little up close and personal with great music in New York City.


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Pep Guardiola confirms Manchester City squad hit by more COVID-19 cases
January 14, 2022 3 views0
Pep Guardiola has confirmed that Manchester City have "some new cases" of coronavirus ahead of their Premier League clash with title rivals Chelsea on Saturday lunchtime.
Seven first-team players and 14 members of staff were forced to self-isolate before their FA Cup third-round win at Swindon Town last Friday.
Guardiola, who also missed the trip to the County Ground and has only just recovered from COVID-19, has since revealed to the media that some players have returned to training while others are set to be ruled out because of the virus, but the Spaniard was not prepared to name exactly who is in isolation.
Speaking in his pre-match press conference, Guardiola said: "No, some people are coming, some people are positive again. We have some new cases, yeah, but we want privacy, I can't tell you [who is out].
"We are used to it, unfortunately, to handling this situation for a long time. We adapt and hopefully the cases are handled and players come back in a good condition."
Guardiola has also denied claims that City are coping better than other Premier League clubs with the Omicron variant, stating that the Citizens are "in the same situation" as the other 20 top-flight teams.
"I think the COVID is all around the world. It is not that in this part of the world there is no COVID. That is not true.
"We had a lot of cases and a lot of injuries. We played Aston Villa with 11 first-team players. The last four or five games we played with academy players on the bench. We are in the same situation as all other clubs.
"Injuries may be less because our medical department is incredible. But in terms of COVID, we are the same. It is not that we are smarter or wiser or do the protocols better. When the virus comes into the bubble, everyone suffers. There's no exception."
Prior to attending his press conference, Guardiola was named the Premier League's Manager of the Month for December, claiming the award for the second successive month.
Novak Djokovic to be deported after losing appeal against visa cancellation
Chelsea weighing up swoop for Inter Milan's Ivan Perisic?
Ralf Rangnick: 'Anthony Martial did not want to be in squad against Aston Villa'


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The Boss Factor: Workers Quit Bosses, Not Companies
Workers leave jobs for a variety of reasons. But quite often, it's because of the boss—not the wage, not the job itself—who is creating an undesirable work environment.
A survey by Hack Future Lab, which analyses emerging work...
Exec Ed Director Q&A: Simon Mercado, ESCP Business School
Simon Mercado became the Executive Vice President and Dean of Executive Education at ESCP Business School, the world's oldest business school, earlier this year. Upon his appointment, Mercado said he can now move through the rooms of the international ESCP...
Quantum Marketing: The Key to Reaching the Customers of Tomorrow
The way consumers and companies shop for and purchase products and services has changed exponentially as a result of technological advances. But trying to develop marketing strategies in a world that continues to change so rapidly, and includes not only...


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Features, Technology
3D printing helps the fight against COVID-19.
April 29, 2020, 6:54 am May 7, 2020 0
Over recent years we have seen 3D printing becoming more accessible than ever and now this technology which seemed reserved for hi-tech conglomerates and spy movies is proving its worth in the fight against the Coronavirus.
With the COVID-19 outbreak snowballing its way across the globe, medical supplies such as face masks, respirators and ventilators have become scarce and this shortage has prompted action by the 3D printing community and aficionados. From specialised masks to various breathing apparatus, 3D printing is helping people to think 'out of the box' and share their designs for free in the hope that it will help lower the infection rate.
Brian Andrew Managing Director for RS Components in Sub Sahara Africa said that there has been a significant increase in interest in 3D printers over recent years. "When commercial 3D printing first made its way on the scene, it was expensive and only a few individuals saw the potential of owning a 3D printer. With advances in the design of these devices, 3D printers have become far more affordable, making this technology highly accessible. The 3D printing phenomena has infiltrated almost every industry, assisting in conceptualising, prototyping as well as small batch production of parts and components," he said.
Also Read: Opinion: The Way Forward: How Africa Can Make a Comeback from the Oil & Gas Downturn
He also added that in the medical industry specifically, 3D printing is continuously being used to better the lives of patients as well as revolutionise surgeries for doctors globally. "If we look at the innovation that 3D printing has brought into the medical industry, we just have to look at last year's pioneering surgical procedure using 3D-printed middle ear bones, developed by Professor Mashudu Tshifularo and his team at the University of Pretoria (UP) in South Africa which made headlines globally. The 3D printing community which is growing has proved that this technology is here to stay and that anyone with an idea can literally see their idea come to life," he said.
As the Coronavirus outbreak spreads across the globe, we see countries implementing strict travel restrictions, work from home policies and social distancing measures. Even more developed countries are seeing their healthcare systems overloaded and fatigued by COVID-19. In more severe cases, infected patients may require specialist ventilators to take over the role of the lungs. These ventilators are in short supply along with masks and other preventative and safety gear. This shortage of essential equipment has united design engineers and makers in the 3D printing community who have already responded to the global crisis by volunteering their respective skills to ease the pressure on manufacturers, healthcare providers and governments.
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Top 10 Supertramp Songs
Brian Kachejian 2 years ago No Comments
Photo: 21stCenturyGreenstuff at English Wikipedia [CC BY 3.0 (https://creativecommons.org/licenses/by/3.0)], from Wikimedia Commons
Our Top 10 Supertramp Songs list takes a look at some of Supertramp's most well known songs and forgotten gems. The band originated out of London in 1969. They were originally known as a progressive rock band as their earlier albums were more progressive in nature as opposed to the change of direction the band took with their late seventies releases. Regardless of categorization, the band Supertramp has attained one of the most loyal followings in classic rock history.
Supertramp's first album was released in 1970 entitled Supertramp. At the time, the band consisted of Richard Davies, Roger Hodgson, Richard Palmer and Robert Millar. One year later, the band released their second album entitled Indelibly Stamped. Most of the songs on the album were composed by Richard Davies, Roger Hodgson.
The band's musical direction started to shift on their third album. In 1974, Supertramp released the album Crime of the Century . The progressive overtones of their music shifter towards a more album oriented pop rock style. Nonetheless, there still was a progressive air to the music. The album has been hailed by many critics and fans as one of the band's best albums. On the record the bass and drum duties were performed by new members Dougie Thomson on bass guitar and Bob C. Benberg on drums.
In 1975, Supertramp followed up their fabulous album Crime of the Century with the record Crisis? What Crisis? The album originally had been viewed as a disappointment by critics, fans and even members of the band. However, over time it has become a favorite of almost everyone. Two years later, Supertramp would release the great album Even in the Quietest Moments . The album featured the huge hit song "Give A Little Bit," which helped fuel sales for the album making it Supertramp's first Gold record.
The album that put Supertramp in the homes and cars of music fans around the world was released in 1979. The album entitled Breakfast in America was a hit making machine for the band. The album also won Supertramp two Grammy Awards. It is by far Supertramp's biggest selling album of all time.
After the incredible success of Breakfast In America , the band took almost three years before releasing their next record entitled …Famous Last Words… The album would become Roger Hodgson's swan song with the band at the time as he left the group after the album was released. Roger Hodgson would never record another album with Supertramp again.
Supertram returned in 1985 minus Roger Hodgson with the album Brother Where You Bound. The album featured a 16 minute track entitled "Brother Where You Bound," in which Pink Floyd's David Gilmour performed the guitar solos. The album also had a top 30 hit with the song "Cannonball."
In 1987, the band released the disappointing album Free as a Bird . Billed as an experimental album in dance and electronica, the album failed miserably from a commercial standpoint. The band toured in the wake of the album and actually angered audiences by omitting all the Roger Hodgson songs. Inevitably, those decisions led to the end of Supertramp for the time being.
Tens years after the band had broke up, Supertramp returned in 1997 with the album, Some Things Never Change. All the songs on the record were written by Rick Davies and Mark Hart. The band's final studio album was released in 2000 entitled Slow Motion.
# 10 – You Win, I Lose
"You Win, I lose," is the only song on our Top 10 Supertramp songs to feature the band without Roger Hodgson. While we feel there are many better Supertramp songs that could have been on this list, from a historical perspective we felt it was important to showcase how the band sounded without Roger Hodgson. The song "You Win, I Lose," was released on the album Some Things Never Change in 1997.
# 9 – Rosie Had Everything Planned
"Rosie Had Everything Planned," is probably the least known Supertramp song on this list. However, it has always been one of our favorite Supertramp songs and shows a different side of the band. Below is Roger Hodgson's beautiful solo performance of the song.
# 8 – Just A Normal Day
This great songs was released on the Crisis? What Crisis? album. While "Sister Moonshine," was the hit on the album, "Just A Normal Day," was always our favorite. How could it not be with that great duet between Rick Davies and Roger Hodgson? Listen to that amazingly beautiful sax solo by the fabulous John Anthony Helliwell.
# 7 – Hide In Your Shell
Continuing with our top 10 Supertramp songs list we turn to the great progressive pop track "Hide In Your Shell." The song was originally released on the Crime of the Century album in 1974.
# 6 – Goodbye Stranger
The remaining six Supertramp songs on this list are easily the band's most popular songs. This is fantastic music that we are hoping continued to be discovered by new generations of music fans. It's the main reason we compose these list. We will keep it simple of the description of theses song as the music speaks for itself. "Goodbye Stranger," was released on the Breakfast In America album in 1979.
# 5 – Take The Long Way Home
1979 was an interesting year for music. New Wave, Punk, dance, classic rock all competing for airplay. Bands like Blondie, The Ramones, The Cars, competing against the classic album releases by Led Zeppelin, Tom Petty and AC/DC. Right in the middle of all of that was Supertramp kicking butt. What a year!
# 4 – Bloody Well Right
"Bloody Well Right," was one of the band' earliest most successful commercial songs that wonderfully blended progressivism with pop and rock. "Bloody Well Right," was released on the Crime of the Century album.
# 3 – Give A Little Bit
One of those songs that opened the eyes of many people towards the band Supertramp. One of our all time favorite Supertramp songs. It always reminded me of The Beatles in its lyrical and musical feel. Supertramp's "Give A Little Bit," reached the United States Billboard pop music charts top twenty peaking at number fifteen.
# 2 – Dreamer
The Supertramp song "Dreamer," is what many believe to be the band's musical masterpiece. We won't argue with that. The song "Dreamer," was released on the Crime of the Century album. The song was a top 20 hit in the United Kingdom in 1974.
# 1 – The Logical Song
The iconic Supertramp song "The Logical Song," was the band's biggest hit of their career. The opening Wurlitzer Electric Piano riff is instantly recognizable within the first second. The sax solo in the middle of the tune has become one of rock and roll's greatest saxophone solos ever recorded. Form a lyrical, musical, creative and performance standpoint, this was pop music perfection. The song reached the number 6 spot on the Billboard Hot 100 in 1979.
Brian Kachejian
Brian Kay is the founder and Editor in Chief of ClassicRockHistory.com. He has spent thirty years in the music business often working with many of the people who have appeared on this site. Brian Kay also holds B.A. and M.A. degrees from Stony Brook University in History, and New York State Public School Teacher Certifications in Music and the Social Sciences. Brian Kay is also an active member of the New York Press Club
Pingback: 1977's Best Classic Rock Albums - ClassicRockHistory.com February 3, 2020


The internet came to the defense of the teenager, who works as a server at another local restaurant.
If you do take the Lynchburg, Virginia beer-and-burger joint up on its offer, you'd better buy that growler with a credit card or with a stack of small bills. If, by chance, you pay for your tab with a pile of coins, there's a possibility that Beer 88's owner will call you out online, accusing you of having "no home training," a Southern-ism suggesting that you might've been raised by wolves.
Over the weekend, a Beer 88 customer paid for his $45 meal with a $20 bill and a lot of change, adding an extra 40 quarters to cover a $10 tip. Rather than sighing deeply, counting those coins, and putting them in the cash register, the restaurant responded by taking a picture of the quarter-covered table and shaming that person on Facebook.
"We'll just caption this...How NOT to pay at a restaurant, cause that's the nicest thing we can think to say about this ridiculousness," Beer 88 wrote, adding the hashtags #wearebeer88notcoinstar, #nohometraining and #workingwiththepublic.
None of the boys could believe that the restaurant posted their payment online – and Naulty's mother wasn't thrilled about the #NoHomeTraining hashtag either. "If anybody met Cohen, they know it couldn't be the farthest thing from the truth, and you know... he's a good kid," Kim Naulty told WSET.
Yao Liu, the owner of Beer 88, apologized for that hashtag, but that's as far as she was willing to go. "I was going to delete [the post], then after all that they said, you know what, I'm not backing down, because, originally, we never meant anything bad to them," Liu said. (Beer 88's Facebook page has since been deleted entirely).
It's too bad nobody is gonna want to take Liu out for a meal. We've heard that she's having a pretty crappy day.


After reading a few current articles on Inman, it got me thinking about how we, the real estate community, present ourselves to the general public and how our appearance, including the cars we drive, could convey success or not.
First, Teke Wiggin wrote "Should real estate agents drive fancy cars" Also, Jennifer Riner offered "4 grooming must-do's before meeting with a client." Both are articles that provide samples of what goes through the mind of so many of us who have chosen a career in real estate.
Appearance is critical when you are making a first impression that will last forever. When you make your initial contact with a new client, they are judging everything about you. Often, they are skeptical of everything you say. Once you have established credibility, your appearance has a diminished impact on your perception.
Can your attire being intimidating or make you seem unapproachable? Do you give off that energy that says something opposite of the way you are? Maybe it's your clothing, or maybe it's that don't-mess-with-me attitude displayed in your facial expressions.
My father taught me that your shoes also signify your success. I've heard this countless times, the most recent at #ICNY in the Select Lounge where we were offered shoeshine services. Thanks, Brad; the salted sidewalks did a number on my Salvatore Ferragamo's.
There are limitless arguments for the way we present ourselves to our clients. I believe it should be up to whatever makes you feel most comfortable but professional at the same time.
If you practice on the Hawaiian Islands, I don't believe it is practical or expected to wear a suit and tie to the office or to meet with clients. There are way too many beautiful Hawaiian shirts to choose from that would be appropriate attire.
I live in a relatively casual community known as "The Happiest City in America." At least that's what Oprah said. That's right — Google it.
Regardless of the laid-back atmosphere, I feel most comfortable in a suit and tie, and I wear them almost daily to the office whether I'm meeting a client or not. It's just my thing, and others often tease me about it. I have a nickname, "Dress Code." I know — funny, isn't it?
What's even funnier is the colleagues who tease me about my wardrobe should take a long look at what they're trying to pull off. But as I said, go with whatever is most comfortable for you.
Unfortunately, it's true that a large segment of society still believes that the car a person drives and the clothing he wears are status symbols that accurately reflect the level of financial success he has achieved.
Wearing the best suit or driving the nicest car will never be a substitute for how we treat our clients. It's far more vital to focus your energy on delivering the utmost care, integrity, honesty and loyalty to your customers than it is to obsess over how you look and what you drive. Yes, appearance is important. I would never discount that, but sometimes we get a bit too self-absorbed possibly alienating clients from wanting to work with us.
Steve Weiss is the owner-broker of Coast & County Brokers in San Luis Obispo, California. He's been active in the real estate industry since 1986.


What does a water well system include?
The pressure tank allows the pump to run occasionally instead of every time a faucet is opened (figure 1). The basic system is often enhanced, either by necessity or for improved performance, with the addition of a storage tank, and a pressure (jet) pump (figure 2). Other equipment is also sometimes used, such as solar powered pumps, or constant pressure delivery systems. But the two drawings below represent the most common equipment combinations. Click on either drawing to view a larger version.
Most properties in this area are served by grid power (the utility company), but there are a substantial number which use off-grid power systems, such as solar, wind, or engine-driven generators. Sometimes generators are used temporarily until permanent power is arranged. A frequently asked question is how large a generator is required for that. For most residential wells, the generator size would be from 5 to 10 KW.
How much does a water well system cost?
The cost of drilling a new well varies depending on the site, and the owner's needs. In this part of Arizona, drilling prices start at approximately $16 per foot. Prices can be substantially higher though on difficult sites, so be sure to call us with your site specifics. Since we've worked in most areas, we can usually give you some idea of what depth to expect based on nearby wells. Or if you prefer, you can search the State's records for details on neighboring wells.
In order to price a system, we need to know the details of the site. That includes the well depth, static level, recovery rate, etc. if it's an existing well, or an estimation of those figures if it's a new well. But since most property purchasers ask for some idea of what costs to expect, here are some general guidelines – Once the well is drilled, package prices for the usual initial residential installations tend to start at about $1450. Deeper installations requiring steel pipe, larger pumps, and heavier wire, tend to start at about $2800. The addition of storage tanks, booster pumps etc. will add to those costs. Please be sure to contact us with your site details before budgeting for your installation.
The information on this page only covers the basics. Please click here to go to the FAQ page if you'd like to read on about water-well systems in more detail.


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If you want a fascinating food book, say Cheese Primer. For 20 years, Steve Jenkins has lead the way in upgrading the quality of cheese sold at fine food stores in the U.S. Finally, in this volume, he shares his encyclopedic knowledge. Jenkins tells all about cheesemaking at the commercial as well as the artistic level. Generously punctuated with maps and photos, the book includes all kinds of historical and other relevant information. Jenkins seems to describe every kind of cheese made in the U.S. and Europe, including when to eat them, how and with what. His passion and blunt opinions make it easy to travel the 548 pages of this book if you have even the smallest interest in cheese. The guide to pronunciation is particularly helpful.


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