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More from Less: The Pontiac Grand Prix and the Politics of Downsizing

Thirty years ago, the watchword of the auto industry was downsizing. Driven by high oil prices and ever-increasing emission standards, American automakers were forced to dramatically reduce the size and weight of their cars. Today, with spiraling oil prices and concerns about global warming, a new wave of downsizing can’t be far off. However, downsizing can be risky. Customers have been indoctrinated for decades in the idea that bigger is better, and you have to be careful that smaller size isn’t perceived as poorer value. Do it wrong, and you can end up with a sales disaster that could put you out of business. This week, we take a look at an early example of downsizing that succeeded. This is the history of the 1969 Pontiac Grand Prix

1969 Pontiac Grand Prix badge

Why do cars get bigger? Since the 1920s, most automakers have been committed to frequent redesigns of their wares — every year, at some points — in order to encourage buyers to trade up. With these frequent changeovers comes a challenge: how to justify the superiority of the new model, year after year. Genuine technological innovation is expensive, and while stylists can always make something look different, different isn’t automatically better. Size, however, is something that even the least-erudite buyer can see — and show off to envious neighbors. Adding a few inches here and there is relatively cheap, especially if the extra length is tacked on to the nose or tail, where it doesn’t affect interior volume or packaging. Of course, the extra bulk adds weight, which does nothing good for performance or fuel economy, but bigness its own reward, or so the salesmen will tell you.

By the late 1950s, American cars had reached such extremes of size and overwrought decoration that customers began to rebel. Spurred on by a recession that began in late 1957, buyers turned to smaller, more economical alternatives like the AMC Rambler line or imported compacts like the Volkswagen Beetle. Sales of most big cars took a significant hit. Detroit hastily responded with an array of domestic compacts like the Ford Falcon and Plymouth Valiant, many of which proved quite successful.

Introducing new products was one thing, but what to do about the existing ones? General Motors did discretely trim a few inches from many of its 1961 models, whose styling was also far more restrained than before. Nevertheless, even the “low-priced three” (Chevrolet, Ford, and Plymouth) were still decidedly zaftig. Reducing them back to their 1957 dimensions would have made rational sense, but selling that change to a public that had been hammered for years with the bigger=better equation was another matter.

Chrysler found this out the hard way in 1962. Back in 1960, then-president Bill Newberg had come to the erroneous conclusion that Chevrolet was going to shrink its big cars for 1962. Fearing that Chrysler would be left behind, Newberg ordered a crash program to downsize the 1962 Dodge and Plymouth lines, accomplished by having them share a stretched and widened version of the compact Valiant‘s body shell.

From a practical standpoint, the idea had its virtues — the 1962 Dodge and Plymouth were nearly as roomy as before and significantly lighter, benefiting acceleration and fuel economy — but it was a stylistic disaster. Worse, Chrysler made no effort to publicize the benefits of the downsized models, which left dealers in the difficult position of selling cars that were smaller, uglier, and no less expensive than their principal rivals. Sales were so dire that midway through the model year, Chrysler had to contrive a bigger model for beleaguered Dodge dealers.

Needless to say, Chrysler hastily retreated from the downsizing concept, although Dodge and Plymouth did find the silver lining, transforming the Valiant-based 196s models into a new line of midsize cars. Chrysler’s harsh lesson was not lost on the rest of Detroit, where the size and weight of nearly every model resumed their steady climb for the rest of the decade.

William L. Mitchell replaced Harley Earl as head of GM styling in the fall of 1958. While Earl’s tastes had run to lavishly chromed cars that looked as big as they were, the designs produced during the early years of Bill Mitchell’s tenure tended to lean, confident shapes with a comparative minimum of ornamentation. There was perhaps no clearer example of Mitchell’s aesthetic than the early Pontiac Grand Prix, a personal luxury coupe aimed in the general direction of Ford’s popular Thunderbird.

The Grand Prix was introduced in 1962 as a successor to the short-lived Pontiac Ventura, offered in 1960 and 1961. The Ventura, available only in stylish two- and four-door hardtop form, rode the shorter wheelbase of the low-line Pontiac Catalina, but it was trimmed like the more-expensive Star Chief and Bonneville. It sold in reasonable numbers, 56,000 in 1960, about 27,000 in 1961. In 1962, it was replaced by the Grand Prix, a conceptually similar model with a new squared-off “formal” roofline. Available only as a two-door hardtop, it was about an inch (25 mm) lower than other B-body Pontiacs and it came standard with bucket seats and a center console, much like the Thunderbird. The first Grand Prix sold 30,195 units in 1962.

The Pontiac Grand Prix reached its stylistic apogee the following year. The 1963 B-body Pontiacs were all-new and the first models designed entirely under the auspices of Jack Humbert, who had become Pontiac’s chief stylist in March 1959. Humbert was relatively young — he was 34 when he became chief stylist, 38 when the 1963 Pontiacs went on sale — with an appreciation for crisp, neatly detailed shapes. The 1963 Grand Prix was once again a two-door hardtop sharing its body shell and much of its sheet metal with the Catalina, but it added a new roof with a concave rear window, shared with the contemporary Oldsmobile Starfire. In sharp contrast to the usual American custom of the time, the Grand Prix had less chrome than lesser Pontiac models; other than the grille, bumpers, and the ribbing over the taillights, it had little bright trim. Stripped of unnecessary embellishments, its clean basic shape, with sharp lines and a subtle “Coke-bottle” flare to its fenders, did all the talking. By American standards, it was a masterpiece of restraint, both sporty and tasteful.

1963 Pontiac Grand Prix front 3q
The 1963 Pontiac Grand Prix was available with a choice of five V8 engines: three 389 cu. in. (6,372 cc) and two 421 cu. in. (6,902 cc) engines, ranging in (gross) horsepower from 230 to 376 (172 to 281 kW). Most — including this 421-equipped car — had the optional automatic transmission, the unhappy Type 10 Roto Hydra-Matic three-speed introduced in 1961.

Despite a base price some $630 more than a Catalina hardtop, Pontiac sold 72,959 Grand Prixes in 1963, more than double the ’62 volume and almost 10,000 more than the 1963 Ford Thunderbird. The Grand Prix set a stylistic tone for the industry and helped to make Pontiac #3 in the industry for the second year in a row. It was another feather in the caps of general manager Pete Estes and chief engineer John DeLorean, who succeeded Estes as head of the division in July 1965.

1963 Pontiac Grand Prix rear 3q
Although it looks lean, the 1963 Pontiac Grand Prix was by no means a small car. Still sharing the Catalina body (albeit with a unique roofline), it stretched 211.9 inches (5,382 mm) on a 120-inch (3,048mm) wheelbase and weighed around 4,200 lb (1,905 kg).

As is customary in the auto industry, the Pontiac Grand Prix kept getting grander. Since it shared the B-body of the bread-and-butter Catalina, as the Catalina grew and gained weight, so did the Grand Prix. By 1967, the latter looked distinctly bloated, like a former athlete gone to seed.

The Grand Prix’s appeal had been based on its clean, sporty image, which was rapidly becoming a memory. “It was propped up by some very good advertising and marketing,” recalls former Pontiac ad man Jim Wangers. “It really didn’t have anything else going for it.” Sales fell to around 40,000 units a year in 1966 and 1967 and dropped below 32,000 in 1968. Bill Collins, then assistant chief engineer for chassis engineering, called it a disaster.

1969 Pontiac Grand Prix front
1967-1968 Pontiac Grand Prixes had concealed headlamps, which were starting to become passé in the late sixties. The 1969 Grand Prix reverted to exposed, horizontal quad headlamps, which were more in keeping with the neo-classical motif. Note the distinctive bulge in the hood, which stylists called the “ironing board.” Like the GTO, the Grand Prix could be ordered with Pontiac’s gimmicky hood-mounted tachometer, a pricey option. More conservative buyers could specify the rally instrument cluster (standard on the Model SJ), which included a conventional dash-mounted tach.

By early 1967, even before the 1968 Grand Prix went on sale, there were serious discussions about whether Pontiac should cancel the Grand Prix entirely. “We’d done just about everything we could,” Wangers explains. The question became, “Do we drop it, or do we totally restyle and resize it?”

DeLorean felt that the Grand Prix’s bulk was at the heart of the problem. Although the ballooning size of the B- and C-body cars hadn’t done any particular harm to sales of the Catalina and Bonneville, it was definitely not good for the Grand Prix. In an ideal world, the GP would’ve had its own body, but for the model to be economically viable, it needed to share an existing body shell. Nobody said, however, that it had to be the B-body.

1969 Pontiac Grand Prix snout
The 1969 Pontiac Grand Prix’ prow-like grille was a theme shared by many 1969 Pontiac models (and, curiously, the 1970-1971 Ford Thunderbird, which was overseen by former Pontiac chief Semon E. “Bunkie” Knudsen). The new beak looked more at home on the Grand Prix than it did the awkward 1969 Firebird. The horizontal grille bars are among the details that mark this as a 1969; the nearly identical 1970s had vertical bars.

The solution to the Grand Prix dilemma came from Benjamin W. Harrison, who had established Pontiac’s new Product Planning department in 1966. “He had a real good knowledge and understanding not only [of] what made a car, but [of] the market and why people bought a car,” Jim Wangers recalls. In a memo dated April 17, 1967, Harrison outlined his idea. The essence of sporty-car styling, as epitomized by the Ford Mustang, was a long hood and a short deck. The upcoming 1968 A-body intermediates, including Pontiac’s Tempest/Le Mans/GTO series, were slated to use two wheelbases, 112 inches (2,845 mm) span for two-door models and 116 inches (2,946 mm) for four-doors. Why not, Harrison suggested, create a special long-wheelbase coupe (with a 118-inch (2,997mm) wheelbase, 2 inches (51 mm) longer than the sedan), using the extra length to give it an impressively long hood? Such a car could still use the existing inner-body structure and chassis of the A-body — keeping tooling costs at a manageable level — but it would have a distinctive look, in keeping with the sporty Pontiac image. In essence, Harrison proposed transforming the Grand Prix into a long-nose GTO.

DeLorean liked the idea and asked design chief Jack Humbert to develop styling concepts for such a car. Designer Wayne Vieira, later to become chief stylist for Saturn, soon developed a look for the smaller Grand Prix, which the design staff hastily transformed into a full-size clay model. It combined the long-nose, short-deck theme with a dramatic, prow-shaped hood and a unique roofline, with broad sail panels and slightly concave backlight. DeLorean approved it immediately.

The problem now was paying for it. Costs were particularly critical because production engineering for the B-body 1969 Grand Prix had already begun and the engineers would have to scrap all that work and start over. While Harrison’s concept used many existing components, it still needed a modified A-body frame and some unique sheet metal. The biggest challenge was the new roof, which was not shared by any other A-body; there wasn’t enough left in Pontiac’s 1969 budget for the additional tooling costs.

1969 Pontiac Grand Prix front 3q
This is a 1969 Pontiac Grand Prix Model J, the base model, probably with the base 400 cu. in. (6,554 cc) V-8. It had 350 gross horsepower (261 kW) with a single four-barrel carburetor; a two-barrel engine tuned for regular gasoline, rate at 265 gross horsepower (198 kW), was a no-cost option. The Model SJ, which cost $315.96 more, came standard with the 428 cu. in. (7,008 cc) engine, rated at 370 gross horsepower (276 kW). A 390 horsepower (291 kW) H.O. version was optional on both models. While three- and four-speed manual transmissions were available, the vast majority of Grand Prixes had Turbo Hydra-Matic.

Rather than give up, DeLorean decided to ask for help from his old boss Pete Estes, who was now the general manager of Chevrolet. In those days, GM’s divisions were far more autonomous — and far more competitive — than they later became. If one division developed a new feature or concept, the other divisions often knew little about it until production began. However, DeLorean knew Estes very well and they were of a similar mindset.

Although Estes’ predecessor, Semon “Bunkie” Knudsen, had previously rejected the idea of a sporty “personal” Chevy, Estes was now contemplating offering such a car, which would finally give Chevrolet dealers an answer to the popular Thunderbird. With that in mind, Estes agreed to share the tooling costs for Pontiac’s new roof, which Chevrolet would also use on its own personal car (which became the Chevrolet Monte Carlo) starting in 1970.

With the support of Estes and executives from Fisher Body Division, DeLorean received approval from the Engineering Policy Committee to introduce the revamped Grand Prix (dubbed the “G-car” to distinguish it from the other A-bodies) for the 1969 model year.

1969 Pontiac Grand Prix side
The 1969 Pontiac Grand Prix was 6 inches (152 mm) shorter than before, but 9.5 inches (241 mm) longer than the GTO on a 118-inch (2,997mm) wheelbase. The long nose may have contributed to the disconcerting rocking-horse motions to which the Grand Prix was prone on bumpy pavement, something the optional heavy-duty suspension didn’t entirely quell. This car has the Rally II styled steel wheels, which were an $84.26 option.

In Patrick Wright’s 1980 book On a Clear Day You Can See General Motors, John DeLorean asserted that the 1969 Grand Prix was only one facet of a larger proposal to move all of Pontiac’s B-body cars to a stretched version of the A-body platform. He claimed that Pontiac had demonstrated prototypes of downsized big cars — based on a stretched intermediate chassis — to generally good response, but that senior management had been unwilling to commit to anything beyond the Grand Prix.

We’ve so far found no evidence to support DeLorean’s claim that he proposed a more sweeping downsizing than just the 1969 Grand Prix, although when he wrote that account, we assume he was well aware that GM was preparing to downsize the B-bodies and A-bodies for the 1977 and 1978 model years; in 1974, he hired that project’s director, Bill Collins, to develop DeLorean’s own sports car, the DMC-12. In any event, even if DeLorean had made such a proposal, Chrysler’s dismal experience with the same basic idea only a few years earlier would probably have made the GM brass understandably wary, at least until the OPEC embargo and a changing marketplace forced their hand.

The model year usually begins in the fall of the previous calendar year, which for the 1969 models meant September or October of 1968. DeLorean and Pontiac chief engineer Steve Malone had to scramble to get the new car ready in time. The G-car rode a stretched, “A-Special” version of the Pontiac A-body chassis, 2 inches (51 mm) longer than the standard sedan frame. To create the Grand Prix’s exaggerated proportions, the wheelbase’s extra length was added forward of the firewall. The couple (distance from the driver’s hip joint to the rear axle) was the same as the A-body coupe and the engine was set well back under the mammoth hood, allowing the Grand Prix to retain the standard A-body driveshaft.

Like its forebears, the Grand Prix was relatively lean on chrome, but it was far from understated, with voluptuous curves terminating in sharp peaks. Car and Driver compared the results to the Cadillac Eldorado, but Humbert and Vieira’s stated design goal was to evoke the multicylinder gran routiers of the 1930s. Pontiac played up those classical associations with the Grand Prix’s model names, Model J and Model SJ, borrowed from the prewar Duesenberg.

Big American cars had never been noted for their efficient use of space and the Pontiac Grand Prix was not going to win any prizes for packaging, either. Since the Grand Prix’s engine and transmission were in exactly the same position as in the Tempest/Le Mans/GTO, there were acres of empty space under the mammoth hood. Inside, however, passengers actually had less interior room than in the smaller GTO.

Pontiac advertised the Grand Prix as having a “cockpit-style” interior, which mostly amounted to radio and heater controls angled toward the driver and providing loads of thick padding that cut sharply into usable interior space. Admittedly, generous passenger room had never been a priority for personal luxury cars, which were generally a triumph of style over substance, but the Grand Prix was particularly cramped for a car so big.

1969 Pontiac Grand Prix rear 3q
The body may have been downsized, but the 1969 Pontiac Grand Prix’s price most assuredly was not. At $3,866 to start, it was $169 more than the ’68 and a whopping $710 more than a ’69 GTO. Furthermore, that price didn’t include automatic transmission ($227.04), power steering ($115.85), radio ($248.56 for stereo AM/FM), or the much-needed front disc brakes ($71.62). The padded vinyl top on this car cost $142.18, and air conditioning tacked on another $421.28. A fully loaded car ran around $5,500 — as much as a well-equipped full-size Buick, but still a lot cheaper than the typical Thunderbird.

If the 1969 Pontiac Grand Prix wasn’t any roomier than its predecessor, it was at least usefully lighter. The Grand Prix was heavier than a two-door Tempest or GTO, but around 400 pounds (181 kg) trimmer than the Catalina-based 1968 Grand Prix. Furthermore, any of the multitudes of engine and suspension tweaks available for the GTO would work just as well on its bigger brother. The Grand Prix also had a potential edge, since it could be ordered with Pontiac’s biggest 428 cu. in. (7,008 cc) engine, whereas 1969 GTOs were limited to the 400 cu. in. (6,554 cc) version.

Even base-engine GPs with automatic could manage 0-60 mph in 8 seconds or less and the quarter in the low 15s. However, the G-body’s reduced weight did not noticeably improve gas mileage, which averaged about 12 mpg (19.6 L/100 km) in gentle driving, and could dip well into the single digits (over 24 L/100 km) in aggressive driving. The GP was also a little less nimble than the GTO — itself hardly sports car agile — and its brakes were only adequate.

Whatever its mechanical virtues and limitations, the new Pontiac Grand Prix was an astute exercise in brand building. Far sportier than its oversize predecessor, it was the most aggressive American personal luxury car since the 1965 Buick Riviera Gran Sport.

A casual observer would be hard pressed to recognize the Grand Prix’s structural kinship to the A-body cars, but it definitely looked like a Pontiac. The Grand Prix was a car to which former GTO owners could aspire and it appealed to the same sort of affluent sports who today buy BMW coupes. “It really was the perfectly imaged Pontiac,” says Jim Wangers.

A cynic might say that the 1969 Grand Prix succeeded because it abandoned any past pretense of good taste. The early Grand Prixes were brash, but by American standards, they were extremely understated. The Oldsmobile Starfire, Pontiac Grand Prix, and Buick Riviera suggest that Bill Mitchell and his designers presumed that affluent buyers would respond to strong, simple lines and restrained trim. What they seemed reluctant to grasp was that Thunderbird buyers loved the T-bird’s shameless gimmickry. They weren’t looking for restraint; they wanted visual drama and gimmicks that would dazzle their friends at the country club. The 1969 Grand Prix’s mix of contemporary Supercar and neo-classicist styling cues was dramatic almost to the point of vulgarity, but it finally gave that audience what it wanted. Sales for 1969 were over 112,000 — more than three times the previous year’s dismal figures and enough to outsell the Thunderbird by more than two to one.

After a strong start, the Grand Prix’s sales took a nosedive for 1970. The decline didn’t reflect any weakness of the basic concept, just the inevitable second-year decline of a fashion-driven model. “When you do a real original, and aggressive statement and repeat it for a second year, you’re going to see a sales drop for the second year,” explains Jim Wangers. “If they didn’t buy it the first year, they’re not likely to the second year. The people are looking for change.”

By 1970, there was also new competition. A year after the debut of the new Grand Prix, Chevrolet introduced its own G-car, the Chevelle-based Monte Carlo, sharing the Grand Prix’s long-wheelbase, long-hood proportions and the roofline Chevrolet had helped to finance. Since the Monte Carlo was significantly cheaper than the Grand Prix, it probably stole a fair number of Grand Prix customers. So did Oldsmobile’s revamped Cutlass Supreme, which proved very popular despite retaining the standard coupe wheelbase and proportions.

In early 1969, about eight months before the Monte Carlo went on sale, John DeLorean replaced Pete Estes as general manager of Chevrolet. At Chevrolet, DeLorean shepherded the development of the second-generation Monte Carlo, which bowed for 1973. The new Monte continued the same themes as the Grand Prix, but it was even more baroque, with swooping front fenders whose curves carried into the doors like GM’s prewar “torpedo-body” cars. The enthusiast press was generally bewildered, if not appalled, but the new Monte was a smash hit, one of Chevrolet’s biggest successes of the seventies.

1969 Pontiac Grand Prix rear
The 1969 Pontiac Grand Prix’s tail was its least-distinguished aspect, not even as zoomy as the lesser Pontiac Catalina, with its boomerang-shaped tail lamps. The 1969 GTO also had its tail lamps mounted in the bumper, although the Grand Prix’s rear bumper design was quite different. For 1971 and 1972, the Grand Prix’s rear deck got a sculpted bulge, much like the one on the hood — a much milder version of the 1971-1973 Buick Riviera’s distinctive “boattail.”

The 1969 Pontiac Grand Prix’s basic design survived with only modest changes through 1972. Its successor was even more popular, although it still didn’t match the success of its Chevrolet rival. Nevertheless, the Grand Prix did good business throughout the doldrums of the mid-seventies. Since it had relatively modest tooling costs and a rather hefty price, it was one of Pontiac’s most profitable cars, consistently earning around $1,500 per car, two and a half times what the division made on its other A-body intermediates.

Downsized again for 1978, the Grand Prix became far more anonymous, and sales eroded. In 1988, Pontiac applied the name to its new front-wheel-drive W-body model, which from 1990 on included a four-door sedan as well as the familiar coupe. By the time the Grand Prix was replaced by the G8 in 2007, it had become a generic big sedan, no longer a personal-luxury car and no longer particularly special.

Why did the Pontiac Grand Prix’s downsizing succeed commercially while Chrysler’s smaller 1962 cars flopped? Probably because Pontiac wisely didn’t try to sell the Grand Prix based on size (or lack thereof). While DeLorean, Harrison, and other Pontiac execs definitely wanted to make the Grand Prix smaller, the G-car was sold as an extravagantly styled personal car, a flagship for Pontiac’s carefully cultivated rakish image. The fact that it happened to be smaller and lighter was, from a marketing standpoint, incidental. Buyers enticed by the look and the attitude didn’t spend a lot of time comparing dimensions.

By the same token, if Chrysler had had a more confident styling theme for its downsized Dodge and Plymouth lines, if it had marketed the tangible virtues of their more compact dimensions and more efficient packaging, those cars would probably have been more successful than they were. AMC’s George Romney did just that with the Rambler, with good results. (Indeed, one may argue that American Motors didn’t really stumble until after Romney was gone and Roy Abernethy started trying to make AMC’s cars more like the Big Three’s mainstream products, although that’s another story.)

The moral of the story is that buyers don’t like feeling like they’re getting less of anything, even if it would make financial or environmental sense. If you want to sell smaller, more efficient cars, it’s important to focus on what buyers are getting, rather than what they’re giving up.

# # #

Our sources for this article included C. Edson Armi, The Art of American Car Design: The Profession and Personalities (University Park, PA: Pennsylvania State University Press, 1988); the Auto Editors of Consumer Guide, “1969-1972 Pontiac Grand Prix,”, 7 September 2007, auto.howstuffworks. com/ 1969-1972-pontiac-grand-prix1.htm, accessed 4 June 2008, and Encyclopedia of American Cars: Over 65 Years of Automotive History (Lincolnwood, IL: Publications International, 1996); Arch Brown, “Less Is More: 1963 Pontiac Grand Prix,” Special Interest Autos #84 (November-December 1984), reprinted in The Hemmings Motor News Book of Pontiacs: driveReports from Hemmings Special Interest Autos magazine, ed. R.M. Clarke (Bennington, VT: Hemmings Motor News, 2001), pp. 96-103; John Gunnell, ed., Standard Catalog of American Cars 1946-1975, rev. 4th ed. (Iola, WI: Krause Publications, 2002); Dave Holls and Michael Lamm, A Century of Automotive Style: 100 Years of American Car Design (Stockton, CA: Lamm-Morada Publishing Co. Inc., 1997); Don Keefe, “Grand Performance: Pontiac’s luxurious muscle car: the 1964 Grand Prix,” Special Interest Autos #195 (June 2003), pp. 24–31; “Luxury and Performance: The Legendary Pontiac Grand Prix, Part 1 – 1962-1966,” High Performance Pontiac June 1990, “Luxury and Performance, Part 2: Homing in on a changing market — 1967-72,” High Performance Pontiac August 1990, and “Luxury and Performance, Part 3: From 1973 to the present — and then some,” High Performance Pontiac October 1990; Jan P. Norbye and Jim Dunne, Pontiac 1946-1978: The Classic Postwar Years (Osceola, WI: Motorbooks International, 1979); Richard Rauch, Rich’s Classic Pontiac Server, 1997–2001, www.pontiacserver. com, accessed 4 June 2008; J. Patrick Wright, On a Clear Day You Can See General Motors: John Z. DeLorean’s Look Inside the Automotive Giant (Chicago, IL: Avon Books, 1980); and the author’s telephone conversation with former Pontiac advertising executive Jim Wangers on September 18, 2009, which was the source of Wangers’ remarks herein.

We also consulted Julian G. Schmidt, “Shakedown in Michigan,” Motor Trend Vol. 20, No. 9 (September 1968), pp. 37-41, Bill Sanders, “Luxury with a Flair: Thunderbird, Marauder X-100, Riviera, Grand Prix, Toronado,” Motor Trend Vol. 21, No. 2 (February 1969), pp. 74-85; and “Two Pontiac Grand Prix,” Car and Driver Vol. 14, No. 6 (February 1969), pp. 31-34, 82-83.

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The Best Theater Events In Atlanta For Valentine’s Day

For a creative, fun Valentine’s Day with a sweetheart or friends, an enjoyable option is to catch a romantic-themed production like “Romeo and Juliet” or to laugh out loud with the improvisation actors of “Dad’s Garage.”  Don’t worry about the pressure of picking out the perfect gift and activity. Instead, buy theater tickets and grab some flowers and chocolates – the perfect recipe for a happy, successful Valentine’s Day.

The New American Shakespeare Tavern presents “Romeo and Juliet”

Feb 2 – 26; Bonus performances Mar 1 & 8
Thurs to Sat 7:30 p.m., Sun 6:30 p.m.
499 Peachtree St. NE
Atlanta, GA 30308
(404) 874-5299
Price:  $22, $26, $32/adults, $17, $21, $27/ student and educator, $19, $23, $29/ senior and military

The Shakespeare Tavern has put on Shakespeare’s “Romeo and Juliet” for 13 consecutive years during the Valentine’s Day season. Enjoy food and brews off the authentic British pub menu then catch one of the most romantic shows of all time. This venue is also the perfect place to bring friends and family on birthdays or special occasions for a unique way to celebrate.

Related: Best Places In Atlanta For A First Date

garageatrois The Best Theater Events In Atlanta For Valentines Day

“The Dad’s Garage à Trois:” Valentine’s Day Variety Show

Tues Feb 14, 2012; 8 p.m.
280 Elizabeth St., Suite C-101
Atlanta, GA 30307
(404) 523-3141
Price: $25-$35 online; $27-$37 by phone or door

Dad’s Garage, a well known improvisational theater in Atlanta, presents a special Valentine’s Day performance called “Dad’s Garage à Trois.”  To really emphasize the threesome theme, the venue is offering a super cheap $3 ticket making it the perfect option for groups or friends or couples who have a third wheel to bring. The show is a comedy variety show with sketches, songs and improv pieces surrounding the theme of Valentine’s Day.

DreamCatcher Productions presents the “Black Man-O-logues”

Feb 19 and 20, 2012, February 26 and 27, 2012
14th Street Playhouse
174 14th St.
Atlanta, GA 30309
Price: $30

Reminiscent of the “Vagina Monologues” is the Black Man-O-logues—an edgy piece that explores love from the African American male’s perspective.  The audience is captivated by the conversations of nine black men who individually present and face different stories of love, loss and life lessons. At the end of every show, the audience has the opportunity to address the “characters,” as opposed to the “actors.”  The show promises comedy, drama and an exciting insight into the male psyche.

avenueq The Best Theater Events In Atlanta For Valentines Day

Horizon Theatre presents “Avenue Q”

Jan 13 – March 11, 2012
Wed to Fri—8 p.m., Sat—3 p.m. and 8:30 p.m., Sun—5 p.m.
1083 Austin Ave.
Atlanta, GA 30307
(404) 523-1477
Price: $30-$50; VIP $45-$65; Platinum VIP $100

After receiving seven Suzi Bass awards, this hilarious musical comedy has returned to Horizon Theater by popular demand. This show, which includes a special Valentine’s Day performance, involves puppets in adult conduct and has some of the most creative, hilarious and provocative musical numbers in theater, including “Everyone’s a Little Bit Racist” and “If you were Gay it’d be Okay.”  Horizon Theater is centered in the hip Little Five Points area with restaurants lining the streets – perfect for dinner beforehand or drinks after the show.

theladiesman The Best Theater Events In Atlanta For Valentines Day

Theatre in the Square presents “The Ladies Man”

Through February 26, 2012
Tues-Thurs 8 p.m. & Sun 7 p.m. $24 or groups $21; Fri 8 p.m. & Sun 2:30 p.m. $28 or groups $25; Sat 8 p.m. $33, no group discount
11 Whitlock Ave.
Marietta, GA 30064
(770) 422-8369

Theater in the Square is located on the Marietta Square, an incredibly romantic spot for Valentine’s Day.  Take a stroll around the restaurants and shops and into the park center, but be sure to make it to the show on time. “The Ladies Man” is a hilarious comedy about a man desperate to save his marriage from his risqué habits. It’s got the Moulin Rouge presumptions and promiscuity, and it’s directed by the leading lady of Alliance Theater, Susan Reid, so it’s guaranteed to be good.

Related: Atlanta’s Best Small Theater Companies

Stacy Sheets is native to Atlanta. She is a graduate of the University of Georgia. Stacy is a freelance writer who enjoys keeping abreast on the best Atlanta has to offer. Her work can be found at

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publisher: CommonCrawl
format: WARC File Format 1.0
conformsTo: http://bibnum.bnf.fr/WARC/WARC_ISO_28500_version1_latestdraft.pdf


text:
Romania's Blue Air signed for three 737-900ERs, Boeing announced yesterday, adding to the two 737-800s ordered earlier (ATWOnline, Feb. 6). Yesterday's order is worth $238.5 million at list prices. Blue launched in December 2004 at Bucharest Baneasa and now operates five 737 Classics. It will add two leased 737-800s this year and a third in early 2009.

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Maximizing the Business Value of Virtualization in Enterprise and Cloud Computing Environments
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PIA Hails NCOIL Approval of Model Law on Certificates of Insurance

POINT CLEAR, Ala., Nov. 19, 2012 /PRNewswire-USNewswire/ -- The National Association of Professional Insurance Agents (PIA) is hailing the passage of a model law governing certificates of insurance by the National Conference of Insurance Legislators (NCOIL). On November 18, NCOIL unanimously approved the model that states can use to help eliminate demands for improper certificates of insurance. PIA advocated for passage of the model and played an integral role in guiding it to approval by the state legislators.

"This is a great achievement for PIA and NCOIL," said PIA National President Andrew C. Harris. "We are very pleased with this outcome and we appreciate all the hard work the legislators and interested parties put into these models. We believe this certificates model, combined with a binder model, will alleviate some of the confusion we have been seeing in the marketplace concerning certificates for decades."

Harris testified, urging legislators to act because agents are increasingly being asked to add information to certificates of insurance that may not match the underlying policy terms. Some lenders had expressed concern that the model would make it impossible for them to rely on certificates as adequate evidence of coverage. In order to address these concerns, NCOIL passed a model binder law making it clear that the binder is the proper document for lenders to use as evidence of commercial property coverage, not a certificate.

PIA plans to continue our work with carriers and lenders to craft a special ACORD binder for commercial lending transactions that can be used as evidence of coverage until a policy is available. This concept will essentially merge the ACORD 75 binder and the ACORD 28 certificate, giving lenders a document they can rely upon as evidence of coverage and that also contains some basic coverage information.

Input by Harris was instrumental in brokering a compromise among insurers, lenders and legislators, which led to the successful passage of the model certificates law. Harris is the owner of an independent insurance agency, the vice chairman of a de novo bank in New Jersey and previously served for five years as president of an insurance company. He drew upon this expertise when he addressed the legislators during their deliberations on this issue over the past two years.

"This model is an excellent product that reflects many months of extensive examination by the legislators," said David M. Eppstein, Esq., assistant vice president of regulatory affairs and a staff attorney for PIA National. "In the end, their work paid off with a model that will make it clear that certificates of insurance cannot conflict with the insurance policy itself, and that it's illegal to demand that an agent improperly change or add to a certificate."

"We congratulate the legislators and staff of NCOIL for this achievement," Eppstein said. "The legislators identified a problem in the marketplace, deliberated the best way to solve it and then acted in a timely manner. This shows the strength of state regulation and how well state legislators can react to improve market conditions."

NCOIL is an organization of state legislators whose main area of public policy interest is insurance legislation and regulation. Most legislators active in NCOIL either chair or are members of the committees responsible for insurance legislation in their respective state houses across the country.

Founded in 1931, PIA is a national trade association that represents member insurance agents and their employees who sell and service all kinds of insurance, but specialize in coverage of automobiles, homes and businesses. PIA members are Local Agents Serving Main Street AmericaSM. PIA's web address is

This press release online at:

SOURCE National Association of Professional Insurance Agents

About PR Newswire
Copyright © 2007 PR Newswire. All rights reserved. Republication or redistribution of PRNewswire content is expressly prohibited without the prior written consent of PRNewswire. PRNewswire shall not be liable for any errors or delays in the content, or for any actions taken in reliance thereon.

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Cloud Expo on Google News
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Smarter Business Solutions Through Dynamic Infrastructure
Smarter Insights: How the CIO Becomes a Hero Again
Windows Azure
Why VDI?
Maximizing the Business Value of Virtualization in Enterprise and Cloud Computing Environments
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Stairway to the Cloud
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Ixonos Takes Birdwatching to a New Level with a Beautiful App Developed for National Geographic

HELSINKI, January 15, 2013 /PRNewswire/ --

Ixonos has designed and developed a new bird watching app for National Geographic, National Geographic Birds: Field Guide to North America. The highly innovative app is the only tool that any bird watcher in North America, beginner or experienced, needs besides a pair of binoculars. The app comprises the entire 640-page Field Guide to the Birds of North America book, and more. It uses Ixonos Media SparkTM assets, enabling media companies to boost their digital business.

     (Logo: )

"The birdwatching app was designed together with National Geographic with the desires and needs of bird watchers in mind," Riz Haque, Director, Key Customer Accounts from Ixonos says. "Our Dream, Design, Deliver - approach applied throughout the project ensured that we created something truly unique. It was a privilege to hear the customer's dream and then design it with their experts," Haque continues. "The input we gained from these professionals allowed us to deliver a tool that meets even the most demanding needs of bird watchers."

The app has been released for iPhone and iPad and is available worldwide in the App Store. It aims to make bird watching as intuitive as possible. The real-time search and filter interface allows the user to easily identify any bird based on various criteria. It also makes it very convenient to keep a diary of what birds you have seen and when. Additionally the app provides fun and helpful features such as quizzes and a toolkit with a glossary, bird watching ethics etc.

"National Geographic is fortunate to have Jonathan Alderfer, one of the world's leading bird experts, on hand to provide us with the valuable insight and illustrations used to create the rich content for this app," says Natalie Jones, National Geographic digital products manager. "Ixonos, with their Finnish design sensibilities, beautifully translated this content into a clean, user-friendly app that offers easy navigation, vibrant imagery, and tons of innovative features to make it the most comprehensive birding app on the market."

"When designing the app, we put user experience as first priority," Korhan Büyükdemirci, Senior UX Designer, Ixonos explains. "The user interface was kept very simple to emphasize the essentials to make it easy to use in the field. National Geographic Birds app is like having a bird watching expert in your pocket." By combining usability with extensive information the app takes the bird watching experience to a completely new level.

Follow Ixonos Ixonos' website Ixonos in Twitter Ixonos in YouTube

Ixonos is a creative mobile solutions company. We develop wireless technologies, software and solutions for connected devices and mobile services. Together with our corporate customers, we design products and services that let consumers enjoy inspiring mobile experiences. We enhance the competitiveness of our customer companies by enabling superior user experiences as well as faster time-to-market for their devices and services. We have offices in Finland, China, Denmark, Estonia, Germany, Great Britain, Slovakia, South Korea and the U.S. Ixonos Plc is listed on NASDAQ OMX Helsinki Ltd. In 2011, the company's turnover was 81.4 million euros and its operating profit was 1.9 million euros.

Follow National Geographic National Geographic Apps » National Geographic's website »

The National Geographic Society is one of the world's largest nonprofit scientific and educational organizations. Founded in 1888 to "increase and diffuse geographic knowledge," the Society works to inspire people to care about the planet. National Geographic reflects the world through its magazines, television programs, films, music and radio, books, DVDs, maps, exhibitions, live events, expeditions, interactive media and merchandise. National Geographic offers a full line of award-winning editorial, cartographic and gaming products over a variety of digital platforms.

For more information, please contact:

National Geographic Society:

  • Meaghan Calnan, Communications, National Geographic Society, tel. +1-202-857-7545,
About PR Newswire
Copyright © 2007 PR Newswire. All rights reserved. Republication or redistribution of PRNewswire content is expressly prohibited without the prior written consent of PRNewswire. PRNewswire shall not be liable for any errors or delays in the content, or for any actions taken in reliance thereon.

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Results and Reports for November 10 - 11, 2001

Promoters wishing to submit results should send them to cyclingnews

Urban Cyclocross #3
River City Bicycles Cross Crusade Round 6
REI Seattle Cyclocross Series #7
Frank-N-Horst Cyclocross
Bio Wheels Cross #2
Kissena Doublecross

Urban Cyclocross #3

Schabarum Park, Los Angeles, CA, November 11, 2001

By Emilio Cervantes

The 'cross gods are with us this year. For the second week in a row, we were treated to a wet course under damp grey skies. Perfect. Running "uphill", the short technical Schabarum course features two hard run-ups and low hanging branches through the apricot grove.

In the Men's "A" (Elite) race, Garnet Vertican got his now customary holeshot to lead the first lap with Brent Prenzlow and Dane Jankowiak glued to his wheel. The combination of Prenzlow not having raced the day before and the very technical course turned the day into the "BP show". Four laps in and Brent began pulling away from the leaders on the 35ft high run-up to solo away. Jankowiak was unlucky to have his chainsuck on the very last hill on the last lap while leading Vertican by 15 seconds. Vertican seized the opportunity and jumped ahead of Jankowiak for second, who had nabbed a tiny spectators bike to finish on. Prenzlow's winning margin, 2:00.

Next week returns to the flatter Ridgcrest course with a new steep 40ft sand run-up and 1/2 mile more of grass field.

Men's Category A (Pro 1-5)
1 Brent Prenzlow
2 Garnet Vertican (ODI)
3 Dane Jankowiak (Roger Young's Training)
4 Joel Kath (Danger Boys Racing)
5 Paul Hernandez (Bicycle John's
Men's Category B  (3-5)
1 Dain Zaffke (Cycleworks)
2 Matias Mendigocho (La Grange/Bristol Farms)
3 Jeff Wilson (La Grnage/Bristol Farms)
4 Heath McGee (ODI
5 Brett Hondorp
6 Greg Page (Lightning)
7 Stefan Messelberg (BCA/Tosk
Women Beginner
1 Kim Nguyen
Men's Category C (4/5)
1 Thad Sparrow
2 Mike Fantacone (JAX Racing)
3 Jason Perkins (Syntace
4 Darin Tarikava
5 Curt Dosier
6 Mark Helms (Atimic Bikes)
7 Jason Vorell (Team Velocity)
8 Chris Stevens (Schroeder/Incycle)
9 David Bales (San Clements Velo)
10 Art Aguilar (Atomic Bikes)
11 Dave Reilly (SDBC)
12 Steve Brown (Schroeder/Incycle
13 Dean Ferrandini
14 Richard Murphy (Celo Pacific)
15 Eric Matthies
Men's Category D 30+ (Public/ & 5)
1 Paul Allen
2 Kevin Daley
3 Rey Torres
Women's Category A,B,C (Pro 1-4)
1 Dorothy Wong (Kelly Bikes)
Juniors 16 & Under
1 Matt Mussig (Unattached)
Master's 45+
1 Joe Crabtree (Open Air Bicycles)
2 Willy Bondurant (Team Velocity)
3 Rick Swanson (Radsport)
4 Brian Olson (Team Holywood)
5 Ricky Russell (La Grange)
6 Jim Cushing-Murray (Celo Pacific)
Master's 40+
1 Eddie Arnet (Mt. Bike Action)
2 Mark Sauer (Radsport)
3 Charles Morris
4 Jeff Steinhart (Team Hollywood)
5 Dorothy Wong (Kelly)
6 Gregory Townsend (Velo Pasadena)
7 Brad House (Team King's)
Master's 35+
1 Doug McWhinney (Celo Pacific)
2 Chris Gallup
3 Scott Kenned (SDBC)
4 Tom Hagood
Master's 30+
1 Erik Luk (Team King's)
2 Scott Evans (Outer Circle Racing)
3 Tim Kline II
4 Paul Welsh (Lightning)
5 Brad House (Team King's)
6 Rene Ortega
7 Brent Vandenberg

River City Bicycles Cross Crusade Round 6

Estacada Timber Park, Oregon, November 11, 2001

Wicks and Mazza Show Speed at Estacada Timber Park

By Chris Bright

As the River City Bicycles Cyclo-Cross Crusade Series builds toward its finale, Barry Wicks (Bike Gallery) and Rhonda Mazza (Team S & M) firmly established that they are the riders to beat following the sixth of eight rounds in the series with $10,000 in total prize money on the line. Held on the fast, wide-open Estacada Timber Park course on November 11, both Wicks and Mazza set blistering paces to cross the line first.

The scenic Estacada Timber Park is the setting of one of the most popular Cyclo-Cross Crusades rounds for both the 265 racers and the scores of spectators. With unseasonably dry weather for an autumn day in the Pacific Northwest, the 3.5 kilometer course was groomed for speed with a combination of hard-packed gravel road, asphalt and smooth turf. The signature feature at Estacada is a sloped outdoor amphitheater that the course criss-crossed four times, including three technical run-ups, and two off camber descents which attracted many enthusiastic onlookers.

The Category A Men rolled away from the start to tackle seven-and-a-half laps, which is the longest race distance of the Cyclo-Cross Crusade series. Throughout the first lap, the field stayed together. On the second lap, the cream rose to the top as Wicks, series points leader Shannon Skerritt (Bike Gallery), Eric Tonkin (Kona-Voicestream Wireless), Derl Miller (Bike Gallery) and Donald Reeb (Nutra Fig) pulled 10 seconds ahead of the field.

On the next lap, Reeb fell back as Team S & M's Jonathon Myers bridged to the leaders with an impressive effort to form a compact group. As the laps ticked off, attrition gradually thinned the lead group with Myers succumbing first on lap 4, followed by Miller the next time around. With two to go, Skerritt also lost touch leaving Wicks and Tonkin to duel for the win.

The two leaders shadowed each other throwing in occasional surges to test their legs. Heading toward the finish, Wicks and Tonkin played cat-and-mouse which nearly allowed Skerritt back into the fray at the top of the final run-up 300 meters from the line. With 250 meters to go, Wicks put the hammer down sprinting out of the saddle around the perimeter of a soccer field. Tonkin was unable to match the Bike Gallery rider's burst. As Wicks sprinted over the final set of barriers just before the finish, he expertly dismounted and carried his speed to the line two seconds ahead of Tonkin. Skerritt, Miller and then Myers rolled in to round out the top five.

Despite Wicks winning his third race, Skerritt continues to hold the top spot in the series standings due to his consistency. However, Wicks and Tonkin, who have each missed two rounds, as well as Miller, are still in competition. The championship is still up in the air since a rider only uses his six best results and the last round counts for double points.

The Category A Women's race played out much like the men's race as a leading group of four formed on the first group. Among the leading group were series leader Mazza, Bike Gallery teammates Naomi Gollogly and Alice Pennington and Karen Kenlen (Sunnyside Sports). After two laps, Gollogly dropped back leaving the trio vying to become the two-time winner among the evenly matched women's field.

Mazza pressed the pace by spending more than her share of time on the front. With one-and-a-half laps to go, the elastic broke and Mazza quickly pulled away from her pursuers. By the time she reached the finish, her advantage had stretched to an impressive 30 seconds.

Now the drama turned to who would take second from a group of four women who were setting up for sprint to the line. Pennington held the lead position into the final barriers and used her unique dismount of swinging her leg over the top tube to effortlessly glide over the barriers just in front of Kenlen, Emily Miazga (Hutch's) and Marjon Marik (River City Bicycles).

With just two more races to go, the seventh round of the $10,000 River City Bicycles Cyclo-Cross Crusade returns to the scene of the opening round at the Alpenrose Velodrome. The technical course winds its way through the sports park and includes a circuit on the apron of the velodrome. After taking a week off for the Thanksgiving holiday, the series finale offers riders double points at the King Estate Vineyard located south of Eugene, Ore.

Category A Men

1 Barry Wicks (Bike Gallery)
2 Eric Tonkin (Kona/Voicestream Wireless)
3 Shannon Skerritt (Bike Gallery)
4 Derl Miller (Bike Gallery)
5 Jon Myers (Team S & M)
6 Zac Houghton (Presto Velo)
7 Tim Evans (Gentle Lovers)
8 Mike Schindler (Sunnyside Sports)
9 Jeff Struck (Gentle Lovers)
10 Donald Reeb (Nutra Fig)
11 Chad Swanson (Bike Gallery)
12 Rich Cramer (Presto Velo)
13 Corey Stayton (Bike Gallery)
14 Caan Zarosinksi (Team S & M)
15 Michael Sylvester (Bike Gallery)
16 John Boelsems (G.S. Camerati)
17 Brody Anderson)
18 Sean Garvin (G.S. Camerati)
19 Graeme Mitchell ( Team S & M)
20 Doug Ollerenshaw (Gentle Lovers)

Category A Women

1 Rhonda Mazza (Team S & M)
2 Alice Pennington (Bike Gallery)
3 Karen Kenlen (Sunnyside Sports)
4 Emily Miazga (Hutch's)
5 Marjon Marik (River City Bicycles)
6 Suzanne King (Sunnyside Sports)
7 Naomi Gollogly (Bike Gallery)
8 Leah Toffolon (Bike Gallery)
9 Joanne Stevens (Sunnyside Sports)
10 Michelle Groez (Bike Gallery

REI Seattle Cyclocross Series #7

Steilacoom Park, Seattle, November 11, 2001

From the high point of this course you can look down on the Puget Sound and watch to boats travel toward the Tacoma Narrow's bridge, then turn to see two of the best cross racers in North America blast by lap after lap as Jonny "The Cat" Sundt (K2) tries and then succeeds in getting in front of a charging Dale Knapp (Kona Voicestream) for the elite win after 60 minutes of back and forth throw-down action. There has been an odd recurrence of heavy rain whenever the elite men's race starts the last few races, but otherwise Sunday's race was classic fall leaf weather, complete with the sounds of Boston's first and only good album blaring from the Red Trailer onto the rolling grassy fields and high poplar trees of South Tacoma's Steilacoom park.

Pat Bentson again found fresh lines and completely changed a 10 year old course from the most wicked running event in regional cross lore to a nice mix of power riding and cornering prowess. From the middle of the course you could see 90% of the action, and the action was fast as 4 elite men stayed together for the first 3 laps of lightning fast sub 7 minute loops, and our Masters and B's fields continue to draw new racers in search of a good workout and a bike handling skills clinic.

The elite men benefited from an off weekend on the national calendar that allowed two home town heroes to go wheel for wheel after dropping the hard working Hanson Brothers (ATT Wireless) who were the only ones to match the quickening lap times of Knapp and Sundt. The pace was extreme from the gun, "at the UCI races the starts are full sprints, so I planned a fast start and took it out from the gun" said Sundt. For the last half of the race it was Dale and Jonny swapping leads as first one attacked, then the other. It came down to the final 200 yards of tight track where Dale clawed his way back up to Jonny after a 30 ft gap had opened, then got by him on the last downhill section. But Sundt The Cat was not discouraged and found a way around Dale on the last tricky off camber corner on the inside and held it for the win. World class fun for the spectators.

The women's race was easily won by Ann Grande (Kona Voicestream) over Ingrid Spies (K2). Ann was particularly happy with her new Mavic Ksyrium wheelset which is a popular choice this season. "I love the new course and racing with the Masters men, there are tons of places to pass and the guys really keep me working to catch them."

The masters fields continue to swell as more and more road racers start their 2002 training programs and the elite masters was a doozie. Big Daddy Jim Brown fired off the line in his typical attacking style, and it looked like he had made another winning move until he lost his traction and took a huge digger. The rest of the field blew past him and after a lap of mechanical difficulties he finally began his chase from the back...and ended up 4th!!! Randy Daniels had a super ride and after a few laps battling with Todd Anderson, moved clear for a decisive win. Dan Peterson (Aurora) fought his way up to Todd and in a finish replay of the elite men had trouble in the last turn and allowed Todd to score 2nd place.

The Masters B's again was dominated by Team Novara/REI, but after Dana Parnello graciously upgraded himself to the A's, it was Dan Levine followed by Pat Weiler representing for the Co-op in a one two finish over Tom Holmes. A Weiler of a different stripe, son Grady Weiler (REI/Novara) pulled out his first win in the Junior C's over Travis Guthrie and Bryan Graver, he claimed it was Dad's pancakes that morning that fueled his large win.

The kids were excited, not only to race and get their REI water bottle and Rice Krispy treats but also because all of the 50 or so could win a new Redline BMX bike complements of race day sponsor Parkland Bicycle. Also given away were 2 scooters and a unicycle all won by a father and daughter duo Andy and Emily Wilson from Olympia who credit their good luck with Emily racing her first race and getting a top 10 in the junior C's.

The "Really Fast Kids", age 2-11, saw many training wheels and big jackets, this time the first squirt across the line was Zack McKenzie followed by Hunter Graver and brother Sean Graver. That's 3 Gravers in the top 3!!! Surely a name to watch.

In the Junior B category Aaron Wilkinson scored a big win over Jeremy Soltow and 3rd place Jonathan Jennerjahn in a hard fought race. In the Junior A race it was David Fleishauer staying somehow ahead of "Tall Mr. Tucker" Thomas (RAD Racing) and hard working Stephen Howard, also RAD racing.

Jesse Carbaugh was back to the front again this week after he lost the lead on the first lap with a crash that allowed "I have a 37 inch inseam" series leader Adrian Hegyvary to overtake him momentarily before Jesse put on the afterburners and waved "bye bye" to the field. Matt "Mr. Style" Kanaly was 3rd.

The Big Girls came out again with Wanda Howlett (Terrafazione) racing solo in the Masters Women, Nicola Mann having a great race and forcing Kathy Smith (Ti Cycles) to chase after a blistering start by Joyce LaGow (Armondo's) the entire race in Women's B's. And Jody Hess again rocked the course ahead of Leana Gerrard and Maribeth Evezich for the beginning women.

In the Killer B men's field cross crazy-man John Weller had a great race and stayed ahead of David Stonich and Mike Jancola for the win, while in the ever growing beginning men's field Justin Pierce looked strong over August Wheeler and Dave Reed (Bikefit) 2nd and 3rd respectively.

Race day sponsor was Parkland Bicycle. REI/Novara again displayed the big raffle prize for the last race in Federal Way, a Novara Buzz bicycle. Check out the spec. at

See you in 2 weeks for the State Championships at Lincoln Park in West Seattle. Look to for race directions and start times and for pictures and results.

Pat Bentson kindly supplied these images of the day's action

Hyun Lee was also there, as the following photos of the Elite Men's race reveal.

A Men
1 Jonny Sundt
2 Dale Knapp
3 Loren Hanson
4 Mark Hanson
5 Narayan Mahon
6 Ronnie Schmeer
7 John Flack
8 Aaron Bradford
9 Steve Crosier
10 Rich McClung
11 Dale Plant
12 Trevor Morman
13 Rob Campbell
14 Steve Williams
15 Seth Davis
A Women
1 Anne Grande
2 Ingrid Spies
B Women
1 Nicola Mann
2 Kathy Smith
3 Joyce Lagow
B Men
1 John Weller
2 David Stonich
3 Mike Jancola
4 Michael Murdin
5 David Sawyer
6 Pain Lover(no points)
7 Mark Howlett
8 Alvin Nucum
9 Larry Doll
10 Lance Simenek
11 Matt Cary
12 David Sullivan
13 Brian Carver
14 Mark Beattie
15 James Healey
Single Speed
1 Jesse Carbaugh
2 Adrian Hegyvary
3 Matt Kanaly
A Juniors
1 David Fleischauer
2 Tucker Thomas
3 Stephen Howard
4 Collin Carbaugh
5 Mike Wentz
6 Walker Duval
7 Keith Robinson
8 David Volkert
9 Devin Anderson
C Juniors
1 Grady Weiler
2 Travis Guthrie
3 Bryen Graver
4 Brendon Anderson
5 Spencer Mahan
6 Cole Cutright
7 Christin Norwich
8 Garrett Anderson
9 Peter Weiler
10 Emily Wilson
Kids 2-11
1 Zach McKenzie
2 Hunter Graver
3 Sean Graver
4 Jacob Oppenheimer
5 Keith Lambie
6 Derrick Howlett
7 Cecelia Lambie
Master A
1 Randy Daniels
2 Todd Anderson
3 Dan Peterson
4 Jim Brown
5 Ted Mittlestadt
6 Pat Bentson
7 Doug Graver
8 Kurt Sorensen
9 Ed Arthur
10 Derek Shiers
11 David Browning
12 Jeff Aken
13 Michael Smith
14 Glen Conley
15 Dana Parnello
Master B
1 Dan Levine
2 Pat Weiler
3 Tom Holmes
4 Jim Clevenger
5 Nathan Kiger
6 Mike Albright
7 Frank Manfre
8 Alex Roade
9 Phil Oppenheimer
10 David Neubeck
11 Brian Wentz
12 Dave Stanton
13 Kevin Myette
14 Kelly Hobkirk
15 Bob Ling
Master Women
1 Wanda Howlett
Beginning Women
1 Jody Hess
2 Leana Gerrard
3 Maribeth Evezich
4 Jadine Rilely
5 Paulel Roberts
6 Paige Beckley
7 Christy Haney
Beginning Men
1 Justin Pierce
2 August Wheeler
3 Dave Reed
4 Calvin Hin
5 Jeffery Moran
6 Greg Streun
7 Tom Frank
8 Steve Crawford
9 Andy Wilson
10 Chris Johns
11 Brian Volkert
12 Jeff Graibok
13 Rob Larsen
14 Tye Melanson
15 Keith King
B Juniors
1 Aaron Wilkinson
2 Jeremy Soltow
3 Jonathan Jennerjahn
4 Joshua Hansen
5 Grady Nace
6 Drew Schick
7 Grant Boursaw
8 John Larsen
9 Amara Boursaw
10 Tela Crane

Frank-N-Horst Cyclocross

Keene, New Hampshire, November 10, 2001

Category A Men
1 Mark McCormack          57.27
2 Justin Lillie
3 Josh Anthony             0.22
4 Michael Broderick        0.27
5 Rob Hult                 1.10
6 Kirt Fitzpatrick
7 Jesse Anthony            1.33
8 Matt Svatek              1.51
9 Max Kullaway             2.01
10 Troy Michaud            2.31
11 Scott Plante            2.34
12 Jon Holm                2.55
13 Ben Turner              3.05
14 Michah Thompson         3.40
15 Brant Hornberger        3.58
16 Jeff Craddock           4.05
17 Lawrence Percra         4.57
18 Todd Rowell             5.29
19 Ryan Larocque           5.39
20 Daniel Coady            7.09
Category B Men
1 Eugene Ruiter           54.43
2 Alex Ajtken              1.28
3 Pete Soukas              2.35
4 Joe Saperstein           2.37
5 Mark Donahue             2.41
6 Tim Gilbert              3.17
7 Chris White              3.28
8 Justin Torrella          3.33
9 James Conopask           3.39
10 Coley Cole              3.55
11 Art Roti                4.11
12 Ethan Parsons           4.24
13 Brendan Sullivan        4.31
14 Jonathan Murray         5.03
15 Isaac Martin            5.21
1 Mary McConneluug
2 Shauna Gillies-Smith
3 Kathy Savary
4 Anna Milkowski
5 Susan MacLean
6 Alicia Genest
7 Katrina Davis
8 Stephanie Roussos
9 Kate Northcott
10 Elizabeth Lefavour
Masters 35+ years
1 Paul Curley
2 Scott Wade
3 Bevan Quinn
4 Michael Bernard
5 Paul Lynch
6 Peter Brennan
7 Sam Morse
8 Tom Stevens
9 Kevin Callahan
10 Tim Groesbeck
1 John Hanson
2 Chris Hill
3 Ben Coleman
4 Kevin Wolfson
Category C Men
1 Scott Stanback
2 Gene Garneau
3 Chris Northcott
4 Chris Owen
5 Jim Grasso
6 Thomas Harp
7 Charles Marzot
8 Paul Hachoyan
9 Mike Van Randinyk
10 Matt Berian

Bio Wheels Cross #2

Cincinnati, Ohio, November 11, 2001

Warm temperatures prevailed once again for the second and final race put on by Cincinnati bike shop Bio Wheels. This is the fifth year for the Ohio Valley Cyclocross Series, with two left to go this year. CityDash provided the payouts today and riders came in from five states to take part in the festivities. Harbin Park always dishes out a tough race on the competitors, and this race was no exception. The experts were doing eight minute laps on a course that witnessed some deep sand, off-camber dismounts, plenty of grinding climbs, fast wooded doubletrack, and a killer downhill to top it all off. In all, 64 riders came out to compete.

The A field was quite possibly stacked greater than any cross race ever in Cincinnati, with plenty of firepower coming in from out of state to try and hand local pro Phil Noble (Airborne) his first loss in years. Toby Swanson (Lindsey Wilson College), Eric Anderson (Children First), and Ben Sharpe (Go Mart) formed the first group along with Noble early on in the race, with two or three others dangling close behind.

A mid-race wreck in the sand pit between Noble and Sharpe split the lead group in two. Anderson and Swanson accelerated while Noble and Sharpe (2001 National Amateur Crit. Champion) both dealt with dropped chains. Within a lap Noble was back on track, coming straight by Anderson and taking up second position just behind Swanson. The two of the them looked squared up for a close finale.

A close finale was not to be though, as Noble put forth the winning move within two laps from the finish in securing his umpteenth straight win in the series. Swanson came through 45 seconds down in second, with Anderson and Sharpe coming through third and fourth. Earendel Fingerson (City Scape/High Gear) came through next to round out the top five.

The addition of a women's A field seems to have bumped up the women's numbers this year a noticeable amount, and some good competition has been the result. Courtney Bollman (Mercy Cycling) put away the competition again this week in taking her third straight win. Look for bigger and brighter things again in 2002 for Bio Wheels cyclocross racing, among them a return to three races. We'll work on new venues as well. Thanks for partaking and see ya all next year!

Cat A
1 Phil Noble (Airborne)                             58.56
2 Toby Swanson (Lindsey Wilson College)              0.51
3 Eric Anderson (Children's First)                   2.32
4 Ben Sharpe (GoMart)                                2.52
5 Earendel Fingerson (City Scape/High Gear)          3.29
6 Dave Peterson (IF)                                 3.39
7 Roger Wilson (Squadra)                             4.09
8 Al Senft (Rapid Transit)                           4.10
9 Matt Walczak (City Scape/High Gear)                4.33
10 John Gatch (Airborne)                             4.42
11 Jeff Stewart (Lindsey Wilson College)             6.19
12 Matt Bell (Airborne/Bio Wheels)                   7.36
13 Christopher Herndon (Lindsey Wilson College)
1 lap behind
14 Adam Krause (Wilton/Snell)
15 John Adams (Reser/UDF)
16 Roger Bowersock (BGI/Trane)
Cat A 35+
1 Todd King (St. Paul Bike Club)
2 Kevin Noone (Children's First)
3 Vince Clune (Dayton 2003)
DNF Chip Ellison (QCW/Wright Brothers)
Cat B
1 Andy Bracke (Montgomery Cyclery)                  48.07
2 John Minturn (S.C.O. Djon)                         1.47
3 Bill Tankovich (Ohio State Univ.)                  3.03
4 Andrew Millard (Cavo Fuori)                        3.21
5 Pete Bauer (Unnat.)                                4.18
6 Bob Combs (Bio Wheels Racing)                      5.03
7 Chad Irey (Bio Wheels Racing)                      6.50
8 Chris Freter (Bike Source)                        11.05
9 Tom Hanley (Bike Source)                          11.24
Cat B 35+
1 Greg Maddux (Cycle Sport)                         50.35
2 Scott Stanford (Cycle Sport)                       0.05
3 Greg Maness (Bio Wheels Racing)                    0.28
4 Jim Roegge (Unnat.)                                1.13
5 Rick Toler (Team Dayton 2003)                      1.32
6 Jim Scholefield (Revolution)                       3.06
7 Harry Wicks (Bio Wheels Racing)                    3.25
8 Paul Keller (Buffalo Bicycle Club)                 3.55
9 John Riedel (IF)                                   4.26
Women's Cat A
1 Courtney Bollman (Mercy Cycling)                  43.38
2 Jennifer Dean (Unatt.)                             2.39
3 Sheila Senft (Morris Trucking Velo)                3.51
4 Mary Beth Reisenberg (Revolution)                  4.52
5 Janine Verstraeten (Trek)                          5.02
6 Nicole Clune (Dayton Cycling 2003)                 6.49
DNF Nicole Arner (BGI-Trane)
Women's Cat B
1 Hope Proctor (YMCA)                               38.54
2 Sally Harmon (Miami Univ.)                         1.34
3 Kate Menke (Unatt.)                                8.48
Men's Cat C 35+
1 Matt Wind (Unatt.)                                32.00
2 Doug Dobroszi (QCW)                                2.11
3 Richard Arnoldy (Miami Valley BRA)                 2.23
4 David Nissen (QCW)                                 3.06
5 Mike Otting (QCW)                                  3.47
6 Joseph McAffee (Unatt.)                            4.12
7 Doug Hamilton (Unatt.)                             4.29
Men's Cat C
1 Bryan Gehrum (Team Nimrod)                        31.45
2 Joe Bellante (Bio Wheels Racing)                   2.49
3 Kevin Jorg (Unatt.)                                3.51
1 Tyler Hendershot (Unatt.)                         28.00
2 Tyler Hoffer (Unatt.)                              5.21
3 Ambrose Dobroszi (QCW Youth)                       8.22

Kissena Doublecross Cyclo Cross

November 10, 2001

Category 1, 2, 3
1 Kevin Molloy                      55.01
2 Robert Campos                     00.17
3 Eric Ragot                        00.39
4 Basil Moutsopoulos                02.17
5 Inson Wood                        04.10
6 Lee Moser                         04.20
7 Nathaniel Horne                   04.23
8 JP Partland                       05.47
9 David Wiswell                    -1 Lap
10 Robert Brugna
11 Vicki Huffman                  -2 Laps
DNF Leyton Murray
Category 4
1 Braulio Jerez                   35.01.8
2 Igor Misicki                    00.05.9
3 Charles Lapunzina               00.26.3
4 Michael Shuloch                 00.28.0
5 John Hourigan                   01.27.4
6 Joe Saling                      02.21.1
7 Samuel Garcia                   02.31.1
8 Luis Trevino                    02.33.1
9 Dusan Strika                    02.44.8
10 Benny Ma                       02.45.8
11 Paul White                     02.59.9
12 Jack Briggs                    04.01.4
13 Viachslav Miloridor            05.04.0
14 John Lindsay                   05.17.5
15 Joseph Szokoli                 05.46.5
16 Regina Hammond                 06.20.6
17 Elizabeth Whitney              06.29.5
18 Tamara Damon                    -1 lap
DNF Peter Baiamomte
Category 5
1 Matthew McGregor               23.33.8
2 Daniel Kennedy                 02.04.3
3 Evan Marks                     03.33.9
4 Karl Dittebrandt               04.25.7
5 Kerri Martin                   04.53.5
6 Scott Haspel                   04.57.7
7 Paul Salerini                  04.58.8
8 Ira Mitchnick                  05.41.5
DNF Benny Ma                     05.52.4

Results courtsey of Eric Ragot

Previous results from USA


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2013 Buick Encore priced at $24,950

The 2013 Buick Encore has four trims, base, Convenience, Leather and Premium. Photo by GM

2013 Buick Encore priced at $24,950

September 19, 2012

  • Pinterest

The 2013 Buick Encore crossover will cost $24,950, including a $750 destination charge. The top trim package, called Premium, will sticker at $28,940.

A 1.4-liter turbocharged engine will power the small SUV, which competes against the Acura RDX, Hyundai Tucson and the Ford Escape. The output of the turbo mill is 138 hp and 148 lb-ft of torque. Both front- and all-wheel-drive versions are offered with a six-speed automatic transmission.

GM says the Encore is the most fuel-efficient crossover produced by a domestic maker. It returns 25 mpg in the city and 33 on the highway.

The base model gets 18-inch wheels, a rearview camera and a seven-inch LCD screen. The Convenience group package adds dual-zone climate control, a 120-volt outlet, an auto-dimming rearview mirror, remote start and fog lights. Moving further up in price, the Leather group adds leather, heated seats, heated steering wheel, a power passenger seat and driver’s seat memory. The top trim gains park assist, lane departure warning, premium audio with a subwoofer and rain-sensing windshield wipers.

All-wheel drive will cost you $1,500, while the navigation box can be checked for $795.

The 2013 Buick Encore will arrive at dealerships in the first quarter of 2013.

Jake Lingeman

Jake Lingeman - Jake Lingeman is Road Test Editor at Autoweek, reviewing cars, reporting on car news, car tech and the world at large. Read more »
See more by this author»


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HammerTap Vs Terapeak

HammerTap vs Terapeak

Research your competition

See what we have on eBay right now. CLICK HERE

By now, if you’ve been looking into starting to buy and sell on eBay, you’ve come to understand the need for research tools. A good research tool is critical to selling on eBay. Not only do they help you to determine how much an item is worth, they help you decide when to sell it, how to sell it, how to display it and more! With a good research tool, you should be able to find out if that creepy looking doll you found at the garage sale is worth anything. If your tool has a mobile app like Terapeak, you’ll know the value before you even buy it!
Watch a Terapeak eBay Research Demo
So which one do you choose?  What better way to decide. Do a side by side Hammertap vs Terapeak comparison chart. The main players are HammerTap and Terapeak. Hammertap is a downloadable program that runs on your PC. Terapeak is a web based system which needs internet access to operate. I put together a features chart so you can compare the two.

HammerTap vs Terapeak

*Best Keywords For Your Titles

Find which keywords to put into your titles to draw the most bidders.
*Average Selling Price

Critically important to know before you invest your money in inventory.
*Average Success Rate

How do you even know if it's going to sell? Now you do.
Best Category For Your Item

Some categories draw alot more attention than others. Find the best one for your item.
Research The Competition

What are other sellers selling and how are they getting their results
Market Trending Data

Is your item on its way up in popularity or on its way down.
Best Ending Time

11:30 - 12:00 could be significantly different in closing prices.
Find out what time of day to end your sale.
Best Ending Day

Some things sell at a higher price on Tuesday. Some on Sunday. Find out which is best for you.

Best Listing Format

No reserve. Fixed price. Make offer. Find out which format achieves the best profits
Customer Support

You need some help sometimes. Are they there for you?
Live Chat
Live Chat
Mobile Application

We live in a wireless world. Finding values on the road makes you a treasure hunter 24/7!

Hammertap has a web based user interface which can be accessed via your smartphone. However, it is not a mobile app.

Currently offered for iPhone users only.

What if you're not happy? Will they take care of you?
30 Day Money Back Guarantee14 Day Money Back Guarantee
Subscription Price

They're valuable tools. They aren't free. If you use them properly, they pay for themselves overnight

$19.95 Per Month

10 Day Free Trial
$29.95 Per Month (US Research)
$49.95 Per Month (International & eBay Motors Research)

30 Day Free Trial Here
HammerTap Vs Terapeak

As you can see, they have virtually the same features. The primary differences are appearance, platform and price. Hammertap is a very simple application in appearance. Its very easy to learn and use. It is also cheaper than Terapeak with a lower monthly price, free trial period and longer guarantee period. All pluses in my book! Terapeak is a more modern system with alot of bells and whistles! It has a higher monthly price tag and a 7 day trial period. Terapeak does offer a discount for annual memberships (purchase 12 months, get 3 months free). They also have a mobile app for iPhone users.

So in a head to head comparison of Hammertap vs Terapeak, I prefer Terapeak over Hammertap.

Read my HammerTap Review Here

Read My TeraPeak Review Here

Research eBay to sell on eBay

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Erin Andrews Chats With Dickie V, Gets Compared To Bo Derek

Thursday, July 03, 2008

Man I'm starting to feel bad for this girl. She can't go more than ten minutes at a ballpark with either a fan, player or colleague hitting on her. Well last night at during the Sox-Rays game it was Dickie V's turn...

Not all that out of the ordinary, but I'm waiting for EA to freak out on some unsuspecting guy who just wants to buy her a beer. "NO! I am not interested in your penis!!!" (If you get that reference +1 to you). Be careful out there boys.

PCU. Classic Movie.

Anonymous said...
Jul 3, 2008, 2:15:00 AM

It's like, if you're nice to them, they bring you things?

Jul 3, 2008, 2:32:00 AM

Can I get an autograph too?

Anonymous said...
Jul 3, 2008, 5:10:00 AM

Well Funk you very much too...

Sarge said...
Jul 3, 2008, 9:13:00 AM

There's not even any chips here. Chips! Chips! Chips! Chips! Chips !

Anonymous said...
Jul 3, 2008, 9:38:00 AM

joe buck missed a great game last night. props to the rays for coming back and sweeping the chowds. even though i've grown out of vitale, he's always been a loyal fan so i'm glad he's able to enjoy the success they are having now

thank goodness for the mlb extra innings package, i no longer have to watch espn telecasts anymore.

-dan said...
Jul 3, 2008, 9:51:00 AM

Dick and Orel with Erin Andrews...sounds like a good combo to me! ;)

Anonymous said...
Jul 3, 2008, 10:08:00 AM

Gunner is a tool

Anonymous said...
Jul 3, 2008, 10:35:00 AM

I can only imagine Dickie V coming up to EA and muttering, "hey babe, can I get you a brew-dawg?"

GMoney said...
Jul 3, 2008, 10:49:00 AM

can you blow me where the pampers is?

that movie is full of great quotes

polish said...
Jul 3, 2008, 1:47:00 PM

Can you SHOW where the CAMPUS is?

Jul 3, 2008, 2:19:00 PM

Did Dukie V tell EA that he wanted some oral? Dude, your wife is right there! Oh, Orel? Sorry, Freudian slip.....

I'd enjoy Erin much more if she just sat there and looked pretty and didn't say anything.

Anonymous said...
Jul 3, 2008, 2:41:00 PM

Let's bring in Blotter.

Anonymous said...
Jul 3, 2008, 3:10:00 PM

Oh yea Erin, I was up for Frank the Tank in the movie Old School, barely lost out to Will!

Anonymous said...
Jul 3, 2008, 3:35:00 PM

You participated in a phallus naming?

Anonymous said...
Jul 3, 2008, 3:55:00 PM

Beer, it's your best friend. Drink alot of it. Classes, nothing before 11. Women, well you're a freshman so it's pretty much out of the question. Will you have a car? (no) Someone on your hall will, find them and make friends the first day.

Phys Ed? Get out of my room, seriously. Get out.

You're going to wear the shirt of the band you're gonna go see? Don't be that guy.

Adam said...
Jul 5, 2008, 7:16:00 PM

Post a Comment


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Home / immigration / Sheriff Arpaio urges no travel to Mexico after ad

Sheriff Arpaio urges no travel to Mexico after ad

Upset by an ad placed in a Phoenix newspaper, Maricopa County Sheriff Joe Arpaio is calling on Arizonans to avoid traveling to Mexico.

The half-page full-color advertisement appearing in Friday’s The Arizona Republic features a man who appears to be in the military gazing through binoculars with words proclaiming, “We are looking for people from Arizona.”

In a news release issued Monday, Arpaio says the ad “went well beyond being irresponsible, it appears to threaten Arizonans.”

The advertisement was, in fact, intended to draw tourists from Arizona. It was paid for by Sonora Turismo, an agency in the Mexican state of Sonora.

Spokesman Adolfo Salido said the ad was to run for two days and that only half of it was published Friday. The rest ran in Saturday’s paper and included the caption “In Sonora, we are looking for people from Arizona who want to have a great time;” that ad pictured people on the beach, having fun.

Javier Tapia, the coordinator for tourism for Sonora, said Monday that the Mexican state is “very interested in people from Arizona coming to have a great time. We don’t want to scare anyone. We are very friendly.”

Arpaio’s call to refrain from travel comes amid calls for boycotts of Arizona from cities and groups, including some in Mexico, over the state’s tough new law cracking down on illegal immigrants.

Copyright 2017 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.

  1. Mexico here we come!!!!!!!

  2. This ad was just an ad to increase tourism in Mexico? Sure it was….

    If this ad was just an ad to increase tourism in mexico, then why didn’t the ad say “In Sonora we are looking for people from all across America,” or “In Sonora we are loking for people from every bordser state”?

    The answer is simple:

    A law that deals with illegal immigration passes in Arizona, and this ad comes out. It has a man dressed in camo looking through binoculars and the words “In Sonora we are looking for people from Arizona.”

    People need to come against this ad and boycott Mexico. This ad seems to be divisive, hateful and seems to imply violence of some sort.

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July 21, 2016 file photo of Sheriff Joe Arpaio (Associated Press)

Reports show Arpaio spent $12.6 million in re-election bid

The final campaign finance reports from the Maricopa County sheriff's election show that Republican Joe Arpaio spent a total of $12.6 million in his unsuccessful bid for a seventh term in office.


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Swedish Baby Names

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Name Gender Origin Meaning Similiar Names
Axel  male  Hebrew, Swedish  divine reward; divine source of life  Axtel
Balder  male  Swedish  god of light
Bjorn  male  Swedish  bear  Björn, Bjorne, Bjarne
Bo  unisex  Chinese, Swedish (male only)  precious, commanding
Gala  female  Swedish  singer
Greger  male  Swedish  vigilant
Hadrian  male  Swedish  dark one
Inga  female  Swedish  hero's daughter  Inge
Kajsa  female  Swedish    Kaisa
Maj  female  Swedish  May
Signe  female  Swedish  a sign, victorious
Staffan  male  Swedish  staff
Trind  female  Swedish  chubby
Valborg  female  Swedish  a powerful mountain

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Saturday January 21 2017

Author Geary Ritchie gets his first hand up-close with a 40' gray whale.
She had never seen me before.  I had, however been observing her for some time.  She moved closer bringing the child with her.  No fear. No reluctance.  She urged the child...
One of the friendly Gray Whales of Baja close enough to touch (Ritchie)
 Gray whale watching season begins in early December along the Pacific coast of Baja California and ends in early April in the same location. In the weeks in the whales will venture as far south...
Interior of the cathedral at Mission San Ignacio
If you wan to see a classic little Baja pueblo oasis in the Vizcaino desert, get off Baja Highway One at San Ignacio and be sure to take the time to visit the main plaza in town. San Ignacio is a...
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Tag Archives: rain

Have you just passed a ballet dancer ?

August 28, 2010

dancers performing

I’m always struck by how unrecognised ballet dancers are once they leave the vacinity of the theatre where they work. Of course, if you hang aound the stage door, you probably know who you want to see and will recognise them, but once those dancers step out into the real world, they largely go about […]

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International style variations
Posted by bevj1130
2/27/2014  2:24:00 PM
Are there any International style variations available on this site? Please correct me if I am wrong, but it appears all of the variations provided are American style.
Re: International style variations
Posted by beej1016
2/27/2014  5:14:00 PM
Hi Bev,

If you are referring to the multiple step variations often posted for American Smooth then no, there are no international variations posted on this site. There are just American variations. You can view all syllabus steps however with the membership which is pretty cool.

If you are looking for Standard variations you can go here: http://www.youtube.com/watch?v=77eAg7dILtI

The following is a waltz video done by Mirko and Alessia. They have a great syllabus variation for waltz here. You can search for all other variations for standard on youtube.

If you are looking for latin, I recommend Slavik and Karina's video series with Corky Ballas.

Here's a video of one of their cha cha variations: http://www.youtube.com/watch?v=4RgMngpCWwc (This is not from the series but if you search around you can find their variations)

Hope this is at least helpful in you continuing your search for what you are looking for.

Re: International style variations
Posted by bevj1130
2/28/2014  5:56:00 AM
Thank you, BJ. Your suggestions have been most helpful.
Re: International style variations
Posted by LatinoDanceWears
10/29/2015  4:15:00 AM
Have you been worried about choosing the charming costumes for your incoming contest?
Don't hesitate to go to Latino DanceWears. Latino Dance Wears was founded in March 2007. We create fascinating and exciting original dance wear for the discerning competitive as well as the casual dancer. From the initial conception to final stitching, our designs are handled by highly skilled tailors to assure the best quality available in today's market.
Our designs are distributed throughout Europe, Asia, Australia and the U.S.
You'll be satisfied by our charming costumes.
Click on our website to see more perfect dresses: http://latinodancewears.com/
Copyright © 1997-2017 BallroomDancers.com


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Pg. 43 - Bandon Dunes - Hole #8

by Bandon Dunes Golf Resort

Print - Bandon Dunes #8
Click to open expanded view

Bring Bandon Dunes Home with an exclusive print from the brand new coffee table book by Bandon Dunes: "Bandon Dunes: Golf As It Was Meant to Be."

Paper Style: All prints from the book are printed on Glossy paper and are surrounded by white matting.

Frames: We currently offer only one style of frame to complement our artwork: The wooden frame is simple, dark brown, and thin. A nice, understated complement to the artwork of your choice.

Shipping: All orders will ship within 5-7 days via Ground Shipping. Please leave 7-10 days from the time you place your order for your order to arrive. We can only offer shipping within the U.S. at this time. Thank you for your understanding.

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Hospitals cope with power outage

Posted July 25, 2008, at 12 a.m.
Last modified Jan. 28, 2011, at 12 a.m.

BANGOR, Maine -&nbsp Thursday morning’ s power outage caused a flurry of cancellations and rescheduling at area hospitals, but it was business as usual at Eastern Maine Medical Center.

“The lights didn’ t even flicker,” said facilities administrator Joel Farley. That’ s because the hospital generates about 98 percent of the electricity it needs at its own co-generation plant, powered by natural gas, on the main campus. The plant was completed in August 2006 and was fully operational that October.

Farley said his crew of electricians did a little “power shedding” in response to the outage — mostly turning off lights in nonpatient areas — but that no other adjustments were needed to keep the hospital running as usual.

Emily Beamer, senior communications specialist at the hospital, said a few patients asked to have their elective surgeries rescheduled and some patients scheduled for procedures at other hospitals were treated at EMMC instead. Otherwise, no changes were made, she said.

Across town at Saint Joseph Hospital, four elective surgeries were canceled and four other patients were transferred to EMMC for colonoscopies.

The transfers were done “for the comfort and convenience of our [colonoscopy] patients who had done a lot of prep work,” said Bethany McKnight, director of the hospital’ s public affairs office. St. Joseph Hospital has enough backup generator capacity to stay up and running for four days, McKnight said.

With violent thunderstorms whipping through Washington County, Down East Community Hospital in Machias lost electrical power briefly at about 5 a.m. Thursday. The power came back on shortly afterward, but went out again just before 8 a.m. and stayed out until about 10 a.m.

Spokeswoman Robin Popp said all surgeries were canceled for the day because hospital officials were told it would be several hours before power was restored in the region. Popp said DECH has emergency backup generators and would have been able to perform any emergency surgeries needed. Before the power came back on, several patients had showed up for routine and diagnostic imaging, including mammograms, CAT scans and MRIs. Some chose to wait, while others rescheduled their tests.

At Maine Coast Memorial Hospital in Ellsworth, the power was only out for about an hour, said spokeswoman Lois Macias. The hospital’ s backup generators kicked in and elective surgeries were delayed until the power came back on, she said.

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