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Archive for the 'Briggs Cunningham' tag
The Revs Institute opens to scheduled tours tomorrow
1971 Porsche 917K at The Revs Institute. All photos courtesy The Revs Institute.
In 1994, the Collier Automotive Museum, one of the world's premier automobile museums, closed its doors to the general public, but re-invented itself as The Revs Institute. Dedicated to the scientific study of the automobile and motorsports and their role in modern society, the facility remained closed to the public, with a few rare exceptions. Last month, however, The Revs Institute announced that it would open its doors to scheduled public visits, marking the first time in two decades that those outside academia or the media have access to the museum, and institute officials have set tomorrow, March 25, as the re-opening date.
In confirming tomorrow's public re-opening, The Revs Institute also passed along photos of a few cars in the collection that were too good not to share. For those wondering what The Revs Institute has in its collection, the following images (with descriptions provided by the museum itself) paint a broad overview of what visitors can expect.
1913 Peugeot 3.0-liter Coupe de l'Auto: The car that changed the thinking that winning races was simply a matter of building bigger and bigger engines. In 1912, engineer Ernest Henry along with 3 of the best race drivers of this period convinced Peugeot of Henry's design for a revolutionary 4-cylinder engine with twin camshafts and four valves per cylinder. Soon afterward, Peugeot were defeating their competitors who had twice the engine size. With engine refinements made for 1913, again, the French marque was victorious. The event was the Indianapolis 500; the driver was Arthur Duray; the car, the one you will find in the Revs Gallery finished 2nd that year.
1914 Mercedes Grand Prix Car: One of six team cars, and one of only three surviving cars, that gave Mercedes the first one-two-three sweep in the French Grand Prix history – marking one of the most exciting moments in motorsports, and at a critical juncture in world affairs, April of 1914 – just two weeks before the outbreak of WWI. The innovative 4-cylinder over-head camshaft engine design is based off of the highly competent and lightweight Daimler aero unit of that period. Recently awarded the Most Historically Significant Mercedes-Benz by the Mercedes-Benz Club of America, the Revs Institute's Grand Prix car will be returning to Lyon, France for the centenary anniversary of that historic race this April.
1939 Mercedes-Benz W154: The very last Grand Prix car to be completed and raced by the legendary Daimler-Benz Rennabteilung before the war, and during the road racing era called the "Age of Titans" encompassing the 1934-1939 time period during which the German state-supported Grand Prix teams of Mercedes-Benz and Auto Union achieved total domination. The W154 with its sleek and highly sophisticated two-stage supercharged V-12 engine burns nearly one gallon per minute of highly volatile methanol based fuel, while creating almost 500 horsepower from its 3 liter design. These cars were considered to be of the most highly sophisticated of all racing cars of their day, and beyond. In an ear-splitting momentous event in historic motor sports, the Collier Collections' W154 ran alongside other rare examples of these amazing titans of racing machinery in the Silver Arrow display feature at the 2012 Goodwood Revival.
1953 Porsche 550 Coupe: Marking the time when Porsche themselves designed a prototype car specifically for racing, the 1498cc production car engine was "improved" for higher power and fitted with Solex twin-choke carburetors. Despite a rainy track day in 1953 without its hardtop, at its initial race at the Nürburgring amidst stiff competition, as well as carburetion problems – it won! By Season's end, these cars were on their way to Guatemala and a group of Porsche enthusiasts headed by Jaroslav Juhan who raced them in the Carrera Panamericana in Mexico (550-02 took its class) and the 1000-Kilometer Race in Buenos Aires (550-01 this car won) as well as at Sebring, among other races. "These incredible Porsches," Autosport said. "Potent Porsches" headlined Autocar. The 550 had shown three continents that Porsche was serious about racing.
1958 Scarab Sports-Racer: The Scarab with its dependable and powerful small-block Chevrolet V-8 engine, was a car of front-engine design that proved very successful and dominated United States racing in the late 1950s and early 1960s, when other teams were changing to the mid-engine layout. The brainchild of Lance Reventlow, whose father was a European count, mother the Woolworth heiress, and whose wife at time was actress Jill St. John, only eight Scarab racers of various form were ever built. The Revs Institute's 1958 Scarab Sport-Racer, was recently honored with the Best in Show Award in the Sport Class at the 19th annual Amelia Island Concours d'Elegance.
1963 Corvette Grand Sport: The Revs Institute's historically significant 1963 Corvette Grand Sport, number four of only five made, represents Chevrolet's ever-so-brief foray into competitive championship racing in the early 1960′s and their answer to Carroll Shelby's Cobra. G.M. decided not to lift its ban on racing at the end of 1962, and the ax fell abruptly on their efforts, with only five cars existing at Chevrolet's Research Center in 1963. The Grand Sport uses a highly modified 377 cubic-inch, all-aluminum form of the small-block Chevrolet V-8. The display car received the coveted John Fitch Corvette Excellence Award at the 2013 Monterey Motorsports Reunion and ran for three checkered flags on the track.
1971 Porsche 917K: This 917 is one of the 25 917′s built by Porsche in the spring of 1969 in order to qualify the 12-cyl. coupe as a member of the five-liter Group 5 class. This Porsche gallery car was part of Porsche Salzburg Racing team in 1970 and in 1971 raced as a member of the Martini Racing Team, the new name Louise Piëch gave her organization following sponsorship from Martini & Rossi, and was part of the team that took Le Mans in 1970. The psychedelic colors remain, as do the pockmarks on the front nose in its original condition. This Martini 917K shows the current stewardship movement in motorcar preservation, to not over-restore or otherwise misrepresent historically significant automobiles. For a couple of brief years, the Porsche 917 dominated the world stage of sports car racing and is still considered legendary to those who know of its successes.
These six cars are but a small fraction of the museum's holdings, which include more than 100 automobiles grouped into four collections, including Automobility (the story of the automobile's impact on modern life), Vitesse: Sports Motoring and Motoring Sports (the story of the high-performance automobile's evolution), Porsche: Designed to Excel (the story of Porsche's engineering evolution) and Revs: Racing Cars and Racing Men (the story of the racing car's evolution). Public visits can be scheduled on Tuesdays, Thursdays and Saturdays, between the hours of 10 a.m. and 4 p.m., and four docent-led tours (not two, as previously reported) will be conducted each day, at 10:00, 10:30, 1:00 and 1:30.
To book a visit, or for additional information on access, pricing or group tours, visit RevsInstitute.org.
The Revs Institute will soon open its doors to the public
Le Monstre, Briggs Cunningham's Cadillac-based sports racer, is part of The Revs Institute collection. Photo provided by The Revs Institute.
While the Collier Automotive Museum was among the finest automotive museums on American soil and perhaps one of the top 10 such museums in the world, it closed its doors more than 20 years ago, some believed for good. In the years since, however, it has reinvented itself as the automotive research-focused The Revs Institute, and beginning late next month will once again open its doors for general admission.
Much of the original Collier Automotive Museum collection was acquired when Miles C. Collier purchased the Briggs Cunningham Auto Museum collection in its entirety in 1987, and opened the museum the following year. The original lot purchased from the Cunningham Museum contained 71 46 vehicles, including a 1927 Bugatti Royale as well as the Briggs Cunningham-owned Ferrari 166. Given the ties between the Cunningham and Collier families, the purchase of the collection was likely the best way to ensure that the vehicles stayed together and remained available for future generations to study and enjoy.
Since becoming The Revs Institute, the facility, located in an unassuming industrial park on the outskirts of Naples, Florida, has featured an impressive automotive library and archive and made itself accessible to serious automotive history researchers and the occasional car club.
The Revs Institute. Photo courtesy The Revs Institute.
Most automotive museums tend to isolate visitors from exhibits, in order to protect valuable (and in some cases, priceless) assets. Visitors to the massive Auto and Technical Museum in Sinsheim, Germany, for example, will find access to exhibits restricted by velvet ropes and, in some cases (such as with Michael Schumacher's F1 Ferrari), Plexiglas enclosures. One can see a Ferrari 250 GTO, a 1953 Chevrolet Corvette or assorted German military vehicles from a reasonably close distance, but touching them (or photographing them sans barrier) is verboten. Here is where the Collier Automotive Museum, and, presumably, The Revs Institute, differ. While touching exhibits is also against the rules (unless otherwise noted in the display), there are no ropes, chains or barriers to block the view and interfere with line of sight. Miles C. Collier, grandson of advertising mogul Barron Gift Collier and founder of the museum that once carried his name, understands that cars are simultaneously pieces of history and objects of art; to be fully appreciated, they must be seen in their entirety.
Such generous access comes at a price. When The Revs Institute opens to the public on March 25, advance reservations will be required to limit the number of museum visitors at any given time. The museum will only grant admission on Tuesdays, Thursdays and Saturdays, between the hours of 10 a.m. and 4 p.m., which reserves The Revs Institute for researchers on other days. Those wishing to maximize the experience can book docent-guided tours for a $3 upcharge from the $17 general admission price, but the group size is limited to 10 visitors, making sufficient advance booking a necessity.
Though details are still forthcoming, expect The Revs Institute to feature more than 100 vehicles on display, broken down into four categories. Automobility is perhaps the broadest in scope, as it seeks to illustrate how the automobile has shaped modern society; Vitesse examines the evolution of the high-performance automobile; Porsche (a passion of Miles C. Collier) covers the brand's engineering innovation and evolution; and Revs provides an in-depth look at both racing cars and racing drivers. In the Collier Automotive Museum days, these exhibits included such notable automobiles as the Cunningham C-4RK and C-4R racers, as campaigned by the Cunningham team at Le Mans in 1952; a 1948 Ferrari 166 Spyder Corsa, the very car in which Sam Collier lost his life at Watkins Glen in 1950; Gary Cooper's 1935 Duesenberg SSJ; Bobby Unser's 1975 Indy 500-winning Jorgensen-Eagle; and a 1967 Gurney Eagle F1 car that Dan Gurney drove to a win in the 1967 Belgian Grand Prix, to name but a few.
From the Porsche: Designed to Excel exhibit. Photo courtesy The Revs Institute.
Until The Revs Institute finalizes its plans for reopening, it has requested that the public refrain from contacting the museum to arrange a visit. As soon as the resources are in place to handle phone calls and booking (likely after March 17), we'll provide an update with complete details and the appropriate contact information. Those fortunate enough to have seen the Collier Automotive Museum (or those who've gained admission to The Revs Institute) will understand that the experience is worth the wait.
UPDATE (24.March): The Revs Institute will open for scheduled visits on Tuesday, March 25. Though visits must be booked in advance, the public will have access to the museum on Tuesdays, Thursdays and Saturdays, from 10:00 a.m. to 4:00 p.m., and there will be four docent-led tours (at 10:00, 10:30, 1:00 and 1:30) scheduled each day. For additional details, visit www.revsinstitute.org, or call the museum at (239) 687-7387.
Racing Heroes – Miles and Sam Collier
Miles and Sam Collier at Le Mans in 1950. Photo courtesy The Revs Institute.
While both were accomplished racers, neither Cowles "Miles" Collier nor his older brother, Sam, ever became a champion of motorsport. Though the brothers ran at Le Mans, once driving for college friend Briggs Cunningham, their contribution to American motorsports is far more significant than wins and podium finishes, for it was the Collier brothers who introduced the MG brand to the United States, founded the Automobile Racing Club of America (the forerunner of the Sports Car Club of America) and introduced endurance racing to a former bomber training facility in the swamps of central Florida known as Sebring.
Miles and Sam Collier were born to a life of privilege, the sons of Barron Gift Collier, a man who'd made his original fortune in streetcar and subway advertising, but later branched out (successfully) into real estate, banks, hotels, steam ships and newspapers. Sam was the oldest of the two, born to Barron Collier and his wife Juliet in 1912, followed by Miles in 1914. Growing up, the boys split their time between New York and Florida, where the Collier family had a substantial investment in land that others viewed as worthless. By the 1930s, Miles and Sam had both become infatuated with sports cars and the sports car racing scene in Europe, so the brothers worked with eldest sibling, Barron Jr., and family friend Tom Dewart to construct a rudimentary rack track around Overlook, the family's expansive New York estate.
Miles Collier in the Ardent Alligator at Watkins Glen, 1949. Photo courtesy The Revs Institute.
Racing commenced with home-built go karts, but soon progressed to sports cars after Barron Jr. was gifted an MG-J2 by his girlfriend. As the crowds for each impromptu race grew, the Collier brothers realized that the time was right to found an organization dedicated to amateur racing, and in 1933 the Automobile Racing Club of America was born. ARCA held several events throughout New England prior to the start of the Second World War, but the Collier brothers could only devote a portion of their attention to racing; among their other endeavors, Sam Collier had founded Motor Sport, Inc, the sole U.S. importer of MG automobiles. The death of Barron Collier Sr. in March of 1939 only added to the brothers' responsibilities, but in June of that year Miles Collier drove his MG PA/PB Special at Le Mans, representing ARCA for the first time in Europe. A victory was not in the cards, however, as Miles and co-driver Leroy Kramer Jr. were forced to retire early with a split fuel tank.
Miles regularly campaigned his "Ardent Alligator," a green Brooklands Riley infused with flathead Mercury V-8 power, in ARCA events, while both brothers occasionally ran Briggs Cunningham's BuMerc, a road racing special built from a Buick Century chassis and drivetrain wearing a Mercedes SSK body. The final ARCA race was the 1940 World's Fair Grand Prix, held in Flushing Meadows, Queens, but no one knew this at the time; just a year later, ARCA would be disbanded with the onset of World War II. When duty called, the Collier brothers signed up to serve their country, with Miles joining the United States Army and Sam flying airplanes for the United States Navy.
Sam Collier, behind the wheel of an MG, in September 1937. Photo courtesy The Revs Institute.
In 1944, the Sports Car Club of America was founded in Boston, and the organization grew into a sanctioning body (picking up where ARCA had left off) in the years following World War II. The Collier brothers were active SCCA members, and in 1948 helped to organize the first Grand Prix at Watkins Glen, New York, a site chosen for its proximity to the summer home of Collier family friend and fellow SCCA member Cameron Argetsinger. Initially, the 6.6-mile course incorporated public roads through the village of Watkins Glen, but the death of a young spectator in the 1952 event reconfigured the course to a safer (and shorter) layout, though the modern, dedicated road course version of Watkins Glen was still some years in the future.
As detailed by Harold W. Pace and Mark R. Brinker in Vintage American Road Racing Cars, 1950-1970, it was at Watkins Glen in 1949 where Miles Collier drove the race of his life, clawing back from a 12th place start in the Ardent Alligator to beat Briggs Cunningham, driving a Ferrari, with a last-lap pass for the win. Collier had fallen to 17th place following a disastrous start, but within three laps had driven his way to third place. As impressive as this was, he remained 52 seconds behind race leader Cunningham. In response, Collier set a single-lap course record of five minutes and 39 seconds. The following lap, Collier would shatter his own record, reducing the time to 5:24.5, but he was far from done. On the final lap of the race, Collier caught Cunningham in Milliken's Corner, passing his longtime friend prior to the front straight. As he took the checkered flag for the win, Collier again set a new record, lapping the original 6.6-mile course in 5:12.5.
Sam and Miles Collier, in black, at Watkins Glen in 1948. Photo courtesy The Revs Institute.
June of 1950 saw the Collier brothers return to Le Mans, where Miles and Sam would share a stock Cadillac sedan prepared by Briggs Cunningham, who would campaign the oddly shaped "Le Monstre" Cadillac Spyder with co-driver Phil Walters. Despite its bulk (and, presumably, handling limitations), the Collier brothers would drive the Cadillac nicknamed "Clumsy Pup" to a 10th place finish, completing 233 laps and besting team owner Cunningham by both one position and one lap.
Though Watkins Glen was the site of Miles's biggest triumph, it would also be the site of one of the family's worst tragedies. While running third in the 1950 Watkins Glen Grand Prix in a Ferrari 166 Inter borrowed from Briggs Cunningham, Sam Collier lost control of the car on loose gravel, skidded off the track and was thrown from the tumbling race car. Though he survived the incident and the subsequent ride to the hospital, Sam Collier was pronounced dead later that evening.
Miles Collier, sometime in the mid-1930s. Photo courtesy The Revs Institute.
The incident (and, reportedly, pressure from his mother, Juliet) prompted Miles Collier to walk away from driving race cars, although his absence was temporary (and his subsequent return to motorsports in 1953 was unbeknownst to his mother). Prior to Sam's death, the brothers had begun a dialogue with Alex Ulmann to run a European-style timed endurance race at a former bomber training facility on the outskirts of Sebring, Florida. Seeking a way to honor his brother's memory, Miles pressed on with organizing The Sam Collier Memorial Grand Prix of Endurance, held on December 31, 1950, and in the years since, Sebring (now extended to 12 hours) has become a premier endurance event in the world of sports car racing.
Though motorsports would not claim the life of Miles Collier, polio would. Despite his vast fortune and resources, Miles Collier succumbed to the disease in April of 1954, at just 40 years of age. To honor all that the Collier brothers had done for racing in the United States, the SCCA debuted the Collier Brothers Memorial Trophy Race for MGs at the Watkins Glen Grand Prix in September of 1954. Today, the Sportscar Vintage Racing Association still awards the Collier Cup annually to MG drivers at Watkins Glen, honoring the memory of the brothers who died young, but not before they helped to shape the future of amateur motorsports in the United States.
The Cunningham C-3, as envisioned by Virgil Exner
Okay, okay, one more Virgil Exner-related post, then we're done for now. Exactly how well Exner knew Briggs Cunningham, we can only guess. Though we never see the two mentioned together otherwise, Peter Grist, in his biography Virgil Exner: Visioneer, noted that Exner and Cunningham had been friends since 1944, likely thanks to their common interest in auto racing and sports cars. Indeed, both men's concepts of an American sports car seemed to evolve along similar lines during the 1940s and 1950s: V-8 engine, American chassis, classic elements including bold grilles and round wheel arches, and Italian coachbuild style.
Little surprise, then, that at about the same time that Cunningham approached Chrysler to use its then-new Hemi V-8 in his cars (his connection with Chrysler reportedly stemmed from the fact that he attended Yale with the son of K.T. Keller), he took the chance to share with Exner his plans for a limited-production homologation road car that would allow him to continue fielding cars at the 24 Hours of Le Mans.
The result, as we see from these two sketches that Grist included, looks a lot like Exner's 1953 Chrysler D'Elegance show car, though we also see his later Mercer Cobra's flying front fenders in the racing version of the C-3, above.
Why exactly Cunningham didn't go with the Exner drawings, Grist doesn't say. Nor, for that matter, does anybody else at this point. Richard Harman's recently released and extensive Cunningham biography doesn't even mention Exner, simply that Cunningham traveled to Italy in early 1952 – about a year after Exner completed his sketches – to meet with coachbuilders there and to contract with Vignale to build the C-3 based on a design by Giovanni Michelotti.
Whatever the reason, it's interesting to speculate what the Cunningham C-3 could have looked like as well as the extent that the two men may have influenced each other.
Racing Heroes – Briggs Swift Cunningham II
Briggs Cunningham at Watkins Glen, 1952. All photos courtesy Revs Institute, used with permission.
With a middle name of Swift, perhaps it was preordained that Briggs Cunningham would come to lead a life that revolved around racing, both on land and at sea. Born into a wealthy Cincinnati family in 1907, Cunningham's youth would be one of privilege, with summers spent along the coast in the Northeast. At age six, when most were still struggling with mastering the bicycle, Cunningham was already comfortable manning the tiller of a sailboat, and by age 17 he was a member of the Star Class racing fleet at the Pequot Yacht Club in Southport, Connecticut. Later, he would apply that same compulsion to win to racing and building sports cars, writing a chapter in American motorsports that still inspires today.
Though Cunningham's family failed to embrace the automobile until 1914, the boy soon made up for lost time by pestering the family's chauffeur for driving lessons. By age 12, Cunningham, who'd lost his father at seven, was attending races with an uncle, who later built a street racer from a Dodge touring car infused with a military surplus Hispano-Suiza airplane engine. It's said that the young and impressionable Cunningham would accompany his uncle on illicit street races, though out of respect for his mother's wishes, he reportedly abstained from driving a race car until after her death.
Behind the wheel of Le Monstre, at Le Mans in 1950.
As expected by his family, Cunningham attended Yale University, where he briefly studied engineering before dropping out at the end of his sophomore year. At Yale, Cunningham met and befriended racer Ralph DePalma, as well as brothers Miles and Sam Collier, with whom he would soon form the Automobile Racing Club of America, the predecessor of the Sports Car Club of America. It's likely that Cunningham derived his first satisfaction as a car builder from impromptu races held at the Collier family's Westchester County, New York, estate, although his first "official" creation was the BuMerc, an unholy alliance of a Mercedes SSK body mounted atop a Buick chassis.
As World War II dawned, Cunningham volunteered for service in the Navy, but was rejected for medical reasons. Instead, he volunteered for the Civil Air Patrol, where he routinely flew his own airplane on sub-spotting missions up and down the Atlantic Coast and along the Gulf of Mexico. Following the conclusion of the war and the death of his mother, Cunningham returned to motorsports, this time as a driver.
His first official race was in 1948, where he drove the BuMerc (prepared by friend Alfred Momo) to a pair of second place finishes at the inaugural Watkins Glen Grand Prix. Perhaps inspired by his respectable showing, ahead of Sam and Miles Collier, Cunningham then purchased the first Ferrari imported into the United States, from distributor Luigi Chinetti. The Ferrari carried Cunningham to a second place finish in the 1949 event, but the car achieved something far more significant: It opened the door for Cunningham to compete at the 24 Hours of Le Mans. Though Ferrari would certainly have been willing to sell suitable racers to Cunningham and his team, Briggs was determined to enter an American team in the race for the first time since 1939. His initial plan was to run a Cadillac-engined Ford (the Frick-Tappet Fordillac), but organizers declined this entry as it failed to meet homologation rules. Instead, Cunningham entered a pair of Cadillacs in the race, including a Coupe de Ville driven by the Collier brothers and a custom-bodied, slab-sided roadster (dubbed Le Monstre by the French) driven by Cunningham and Phil Walters. Though the cars finished in 10th and 11th place, respectively, they proved that an American victory at Le Mans was, potentially, an achievable goal.
Posing with a Cunningham C3 Coupe.
Upon his return to the United States, Cunningham established B.S. Cunningham, Inc., in West Palm Beach, Florida, with the focus on building an American car capable of winning at Le Mans. In 1951, the team returned to France with its hastily prepared Cunningham C-2R racers, now featuring Chrysler Hemi V-8s under the hood, but suffered two DNFs and a solitary 15th place finish. Race results aside, the C-2R had held second place for six hours, had turned a lap at nearly 99 MPH and had shown a top speed of 152 MPH on the Mulsanne Straight; though victory was elusive at Le Mans, the C-2R would go on to win at both Watkins Glen and Elkhart Lake.
By the 1952 race, Cunningham's shop was producing the Hemi-powered, road-going C-3 for homologation purposes, as well as the race-ready C-4R, in both coupe and roadster variants. In what must surely count as one of the most heroic Le Mans performances ever delivered, Cunningham drove for 20 of the race's 24 hours, finishing in fourth place behind the wheel of a C-4R roadster. His logic? Co-driver Bill Spears required glasses, and Cunningham was concerned that morning fog would be a hazard for a driver with less than perfect vision.
In 1953, Cunningham fielded a new competition car, the C-5R roadster, alongside a C-4R coupe and C-4R roadster. Now well-prepared for the demands of the grueling endurance race, the team expected to do well, but was again daunted by the performance of the Jaguar C-types, now fitted with Dunlop disc brakes. Though the fastest Cunningham (the C-5R driven by John Fitch and Phil Walters) averaged a top speed eight MPH faster than the winning car of the previous year, it still wasn't enough for the team to finish better than third. Cunningham, once more paired with Spears, would also beat the average speed of the previous year's winner, but managed only a seventh-place finish. The final Cunningham team car crossed the finish line in 10th position.
With the team at Le Mans, 1950.
Cunningham himself graced the cover of TIME magazine on April 26, 1954, with a caption that read "Briggs Cunningham: Horsepower, Endurance, Sportsmanship," and suddenly sports car racing in the United States had a face. Plans for a C-6R racer failed to materialize in time for the 1954 24 Hours of Le Mans, so the Cunningham team entered a pair of C-4R roadsters, finishing in third and fifth place, its best overall finish in the race to this point. The team also entered a newly purchased Ferrari 375MM, in an effort to test the sports car's long-distance capabilities, but the experiment ended on lap 120 with a failed axle bearing. Prior to this, the Ferrari had suffered a broken rocker arm; when Cunningham confronted Enzo Ferrari about the failed part, the Italian denied that it had any significance in the team's early retirement. Angered by Ferrari's arrogance, Cunningham refused to conduct any additional business with Ferrari, partnering instead with manufacturers like Maserati and Jaguar.
Though the C-6R was ready in time for the 1955 24 Hours of Le Mans, it would retire on lap 197 with a burned piston in its Offenhauser engine. The team's other entry, a Jaguar D-type, would retire on lap 44, but the car helped set the stage for a long-term relationship between Cunningham and Jaguar, which ultimately led to Cunningham opening a Jaguar dealership in the New York City area. It was the IRS that put an end to Cunningham's Le Mans hopes; after losing in excess of $50,000 in each of five successive years, the IRS threatened to reclassify the efforts of B.S. Cunningham, Inc. from business to hobby, meaning that future endeavors would no longer be tax exempt.
The Cunningham team continued racing, becoming a dominant force in SCCA road racing throughout the 1950s and well into the 1960s. In 1958, Cunningham would take on a racing challenge of another sort, agreeing to take the helm of the yacht Columbia in (successful) defense of the America's Cup. From 1960 to 1964 he would return to Le Mans, but no longer with cars of his own making, making the team's class victory in the 1960 running (with the Chevrolet Corvette) a bittersweet achievement.
Briggs Swift Cunningham II died in July 2003 at the age of 96, but his legacy lives on. The Cunningham team helped to shape the careers of drivers like Dan Gurney, John Fitch, Roger Penske, Walt Hansgen, Denise McCluggage and Stirling Moss, to name but a few, and the Sports Car Club of America remains one of the country's premier venues for launching a career in motorsports. In that light, there's no telling how many careers in racing Cunningham may have initiated or influenced.
A tip of the hat to Norm Murdock, who suggested Briggs Cunningham in honor of the recent U.S. victory in the America's Cup.
First Ferrari imported to U.S. takes Best in Show at Lime Rock
The Best in Show 1948 Ferrari 166 Spyder Corsa. Photos by Casey Keil, courtesy Lime Rock Park.
Introduced in 1948, Ferrari's 166 series built from the lessons learned with its 125 and 159 models, eventually becoming the first Ferrari model to win a major international race. Tipo 166 chassis 016-I, raced by Luigi Chinetti to a victory in the 12 Hours of Montlhery before finding its way into the hands of sportsman Briggs Cunningham, also bears the distinction of being the first Ferrari imported into the United States, in 1949. This past weekend, that unique Miles Collier-owned car took Best in Show honors at the Lime Rock Sunday in the Park Concours.
Ferrari's history in the United States may have been recorded differently had Jaguar's Coventry factory been more efficient at producing cars. Told that his ordered Jaguar XK120 would not be delivered in time for an SCCA event at Long Island's Bridgehampton circuit, Briggs Cunningham scrambled to find a suitable replacement that could be delivered in time. A deal was struck to purchase the Montlhery-winning 1948 Ferrari 166 Spyder Corsa from Chinetti, and the car was delivered to these shores a mere four days before the race. With driver George Rand at the wheel, the Ferrari set the fastest time in practice and was leading the event until an oil line failed, retiring the car.
The Ferrari was repaired in time for the next race at Watkins Glen, in September of 1949. Driven by Cunningham himself, the car fared well in both the preliminary and main events, scoring a pair of podium finishes. The following season, 1950, saw Cunningham take victory in both the preliminary and main events at Long Island's Suffolk Airport in May, and the event marks the very first time a Ferrari model was victorious in the United States. By June of 1950, Cunningham had relinquished the wheel, turning the car over to Sam Collier, brother of C. Miles Collier.
Sam Collier drove the 166 to a preliminary round win at Bridgehampton in June, but it would be his final victory in the car. Running third in an event at New York's Watkins Glen in September of 1950, Collier spun the car on gravel and was killed in the ensuing crash. The incident prompted Cunningham to advise his crew that he never wanted to see the car again, but his heat of the moment proclamation was to be short-lived. By the following season, the car had been rebuilt and campaigned by Cunningham's team at the Buenos Aires Grand Prix. In June of 1951, Cunningham himself climbed behind the wheel, finishing in fifth at an event in Bridgehampton.
Ferrari Tipo 166, chassis 016-I, would see action at just five more races through the 1953 season, before becoming part of Cunningham's museum collection. In 1986, the car was purchased by Miles C. Collier (son of C. Miles Collier, who died of polio in 1954) as part of the Briggs Cunningham Collection, and it remains part of the private Collier Collection to this day.
Other Lime Rock Sunday in the Park Concours winners of note include a 1930 Aston Martin International, owned by Richard and Phillip Rader of Briarcliff, New York, which earned top honors in the "Risky but Racy" class; a 1967 Toyota 2000 GT prepared by Carroll Shelby and owned by Bob Tkacik of Saco, Maine, which captured first place in the "Speed & Style" class; a 1964 Ferrari Lusso, owned by Roger Werner of Greenwich, Connecticut, which took first place in the "Businessman's Express" class; and a 1966 Ford Mustang, owned by Andy Sullivan of Bethel, Connecticut, which captured the crowd's attention as the "People's Pick" winner.
For a complete list of Lime Rock Sunday in the Park category winners, visit the LimeRockHistorics.com website.
Racing Heroes – John Cooper Fitch
John Fitch at the Carrera Panamericana Mexico, 2002. Photo courtesy Daimler Media Archives.
Generally speaking, professional race car drivers tend to be interesting people. Well traveled, (often) well educated and usually well read, racers at the highest level can tell stories to entertain even the most jaded listeners. If wealth can be measured in experience, then the richest race car driver the world has ever known was quite likely John Cooper Fitch.
Born in Indianapolis, Indiana, on August 4, 1917, Fitch's resume included time as a fighter pilot in World War II, 18 years of racing at the sport's highest levels, a host of inventions and patents (many relating to automotive safety) and numerous books to his name. Though Fitch came from a family of inventors (his great-great-grandfather, also named John Fitch, had invented the steamboat, and another distant relative pioneered the wheeled plow), he never completed college, dropping out after just a single year in Lehigh University's College of Engineering.
From there, Fitch sailed on a freighter for Europe, settling temporarily in London. When war broke out in 1939, Fitch tried to join the Royal Air Corps; rejected by the British, Fitch sailed back to the United States and enlisted in the Army Air Corps in 1941. Trained to fly the A-20 Havoc and later, the P-51 Mustang fighter, Fitch had the distinction of shooting down a German Messerschmitt Me 262 jet fighter as it was taking off. A later mission would see Fitch himself shot down and captured by the Germans, and he would spend some 90 days as a prisoner of war.
Fitch came from a monied family (his grandfather, Asa Fitch, invented Fitch's Chewing Gum), and following the conclusion of the war found himself mixing with the elite in Palm Beach, Florida. A competitive yacht racer, Fitch reportedly met the Duke of Windsor (who would become a lifelong friend) by micturating on the same bush outside a society function.
After a few years in Palm Beach, Fitch found his way to the Northeast, where he opened a foreign car dealership in White Plains, New York. Soon he was racing an MG-TC at regional road circuits, where his natural ability to drive a car at speed soon had him progressing to faster cars, such as the Jaguar XK120 he'd enter in the very first race at Sebring. By 1951, Fitch had come to the attention of Briggs Cunningham and the year would prove to be a busy one for the American driver. Racing his Fitch-Whitmore, as well as a Cadillac-Allard and a Cunningham C-2, Fitch would go on to earn a class win at the 1951 Grand Prix of Argentina (earning him a kiss from Eva Peron) before being crowned the very first Sports Car Club of America (SCCA) national champion.
John Fitch with Mercedes team manager Alfred Neubauer, 1952. Photo courtesy Daimler Media Archives.
Fitch campaigned a variety of cars in 1952, and competed in the 24 Hours of Le Mans with the Cunningham team for the second year in a row. When a fuel contamination issue ended his bid for a Le Mans victory early, Fitch approached the Mercedes-Benz team to congratulate them on a solid performance, and team engineer Rudolf Uhlenhaut offered Fitch the chance to drive the new 300 SL for a few demonstration laps following an upcoming race at the Nürburgring. Fitch gave it his all, and at the conclusion of two laps, the Mercedes team asked him to turn a third to prove the first two weren't blind luck. When the third lap was faster than the first two, Fitch's entry onto the Mercedes-Benz team was all but certain. The deal was clinched later in the year by Fitch's solid performance behind the wheel of a 300 SL in La Carrera Panamericana.
Though Fitch now had a solid relationship with Mercedes-Benz, he wouldn't actually join the team until 1955. The 1953 season saw Fitch driving an even wider variety of cars for even more teams, but the season's high point was likely a victory at Sebring with co-driver Phil Walters. His strong performance that year was also good enough to earn him "Sports Car Driver of the Year" honors from Speed Age magazine.
The 1954 season was more of the same, and Fitch split his time driving for Briggs Cunningham (in the C4R and in the Ferrari 375MM) and for Mercedes-Benz. For 1955, Fitch was invited to join the Mercedes-Benz factory team, and he immediately delivered a class win at the Mille Miglia in a stock 300 SL coupe, despite problems with the production car's suspension. For Le Mans, Fitch would be paired with French driver Pierre Levegh in a Mercedes-Benz 300 SLR, but Fitch would never get a turn behind the wheel. Forty-two laps into the event, Levegh swerved to avoid contact with the Austin-Healey 100S of Lance Macklin. The front right of Levegh's 300 SLR struck the rear left of Macklin's 100S, launching the Mercedes into a grandstand crowded with spectators. In what remains the worst accident in motorsport history, Levegh and some 83 race fans were killed, with another 120 injured.
Fitch at La Carrera Panamericana, 1952. Photo courtesy Daimler Media Archives.
The accident had a profound effect on Fitch, and though he never backed away from racing, he did spend his "down time" inventing ways to improve both racing safety and automotive safety. Among his 15 patents are a displaceable guardrail and a compression barrier, both designed for race tracks, as well as the Fitch Driver Capsule for formula cars. The "Fitch Barrier," a high-visibility yellow barrel filled with energy-absorbing water or sand, is nowadays a common sight on interstate highways throughout the United States.
The 1955 tragedy at Le Mans prompted Mercedes-Benz to exit racing, and Fitch was soon approached by General Motors to manage (and drive for) its newly formed Chevrolet Corvette racing team. Given just six weeks to prepare cars for the 1956 running of the 12 Hours of Sebring, Fitch prepared a total of four cars using two different engines. This put the Corvettes in both B and C Production, and to everyone's surprise, the Corvettes took home a victory in both classes. Fitch would remain with the team through the 1960 season, while also driving the occasional Jaguar or Maserati for Briggs Cunningham. At Le Mans in 1960, Fitch drove a Corvette (entered by Cunningham) to a first place finish in the GT 5.0 class, finishing in eighth place overall.
Fitch continued to race, though admitted to having a bit less enthusiasm with each passing season. Paired with Cunningham in a Porsche 904 at Sebring in 1966, mechanical failure retired the car early, and both drivers made the decision to end their racing careers at the event. The retirement for Fitch was never permanent, as he continued to drive at vintage and exhibition events and was a frequent competitor at Lime Rock Park, the Connecticut track he helped to develop (and later, manage). He never let age slow him down, either: In 2003, at age 87, Fitch traveled to Bonneville to attempt a land speed record behind the wheel of a Mercedes-Benz 300 SLR, an event documented in the film A Gullwing at Twilight: The Bonneville Ride of John Fitch.
John Fitch in the Fitch Phoenix.
Fitch also designed and produced a series of cars during his illustrious career, including the Chevrolet Corvair-based Fitch Sprint, which he'd follow up with the stillborn Fitch Phoenix (also Corvair-based), the Fitch Firebird and the Fitch Toronado Phantom. While none was hugely successful, Fitch Sprint Corvairs are among the most collectible of the breed today.
Fitch died at his Connecticut home on October 31, 2012, age 95. While other drivers have, perhaps, posted more victories, none has left such a rich and enduring legacy on both the world of motorsports and on the American landscape.
Maserati 300S sells for record $6.1 million
Record-setting 1955 Maserati 300S Sports Racing Spyder. Photos courtesy Bonhams.
As it turns out, the sale of the ex-Fangio Mercedes-Benz W196R for $29.65 million this past weekend was the first of several records set at Goodwood by Bonhams. When the auction concluded, the British auction house had also achieved records for the highest price ever realized by a Maserati at auction, as well as establishing a new record for the highest-grossing motor car auction ever held in Europe.
The Maserati in question, a 1955 300S Sports Racing Spyder originally ordered by Briggs Cunningham, ultimately hammered at a price of 4.03 million British pounds ($6.1 million). First raced by Bill Spear and Sherwood Johnson at the 1955 running of the 12 Hours of Sebring, chassis 3053 finished a respectable third in the event, beating a factory-supported 300S driven by Cesare Perdisa and Gino Valenzano. Campaigned by Spear in SCCA events throughout the 1955 season, chassis 3053 managed numerous podium finishes and even appeared in a feature article published by Sports Cars Illustrated.
Sold by Bill Spear in 1956, chassis 3053 enjoyed a number of American owners in the ensuing decades. In 1986, German Maserati enthusiast Dr. Thomas Bscher acquired the car, routinely driving it in vintage events across Europe. Sold to its current owner sometime around 2006, chassis 3053 remains mostly original, with much effort devoted to preserving the car as period correct. Though sold with a second Maserati 300S engine installed beneath the bodywork, the car included the original engine delivered to Briggs Cunningham and Bill Spear.
1953 Austin-Healey Special Test Car.
Falling short of any new records, the sister car of the Austin-Healey immortalized by its involvement in the 1955 tragedy at Le Mans still sold for an impressive 785,500 British pounds ($1.19 million). Registration plate NOJ 392, a 1953 Austin-Healey 100 Special Test Car, originally debuted alongside the fateful NOJ 393 in 1953, raced in the 1953 running of the Mille Miglia and the 24 Hours of Le Mans. It remained as a factory "special test car," while the other four examples constructed were converted to 100S specifications and sold. This special test car model later became the subject of some controversy when Motor and Autocar magazines published an Austin-Healey 100 review, using the lighter and more powerful NOJ 392 instead of a standard production 100 model.
When the infamous NOJ 393 sold in semi-derelict status in December of 2011, it set a world record for Austin-Healeys at auction, selling for $1.3 million. Its stablemate, NOJ 392, failed to achieve the same lofty number, but the selling price of $1.19 million handily exceeded Bonhams's pre-auction estimate of $777,000 to $932,000.
In total, the Bonhams sale drew 36 million British pounds (roughly $54.4 million) in a single day, setting a record for a motor car auction in Europe. While the ex-Fangio Mercedes W196R and the Maserati 300S headed the list of highest-dollar cars, the top 10 included another five vehicles that sold in excess of $1 million. Following the Maserati 300S, a 1934 Alfa Romeo 8c 2300 "Le Mans" Tourer once owned by the 3rd Viscount Ridley sold for 1.9 million British pounds ($2.88 million); a 1965 Ferrari 500 Superfast Coupe sold for 852,700 British pounds ($1.29 million); a 1928 Mercedes-Benz Model 630K Tourer with coachwork by Erdmann & Rossi sold for 807,900 British pounds ($1.22 million); a 1913 Rolls-Royce Silver Ghost London-to-Edinburgh Tourer sold for 718,300 British pounds ($1.1 million); a 1936 Lagonda LG45 Rapide sold for 617,500 British pounds ($932,942); a 1952 Bentley R-Type Continental 4.9-liter Sport Saloon with Mulliner coachwork sold for 539,100 British pounds ($814,492); and a 1964 Aston Martin DB5 Convertible with matching numbers and a ZF five-speed manual transmission sold for 533,500 British pounds ($806,832).
1934 Alfa Romeo 8c 2300 "Le Mans" Tourer.
Though Bonhams's Goodwood sale presented shoppers with few bargains, not every transaction exceeded six figures. A 1963 Porsche 356B rally car, fully restored in 1992, sold for 31,050 British pounds ($46,911); an ex-works 1961 Austin-Healey Sebring Sprite Coupe in need of restoration sold for 36,800 British pounds ($55,598); and a BMC Competition Department-prepared 1962 Austin-Healey 3000MkIIA Convertible, also in need of restoration, sold for 24,150 British pounds ($36,486).
For complete results from the Bonhams Goodwood sale, visit Bonhams.com.
Cunninghams to convene in Connecticut
Photo courtesy Fairfield County Concours d'Elegance.
Now that every C-3 street car built by Briggs Cunningham's famed sports car production effort of the 1950s has been located, it's time for a family reunion of Cunningham cars, which is exactly what author Tom Cotter and other Cunningham owners have planned for this year's Lime Rock Vintage Fall Festival.
The gathering – the second such event in three years – aims to bring together as many Cunningham-built and significant Cunningham-owned cars as possible and to reunite them with the drivers and craftsmen who helped build the Cunningham legacy.
"A couple years ago, we had our first Cunningham Gathering in West Palm Beach, where Cunningham assembled the chassis for the cars, and we got to go through the factory building," Cotter said. "This year, we thought we'd gather in another significant place in Cunningham history. Not far from Lime Rock is the Cunningham estate, where Briggs had Le Monstre prepped, and of course, John Fitch, who drove for Cunningham, lived right there."
After getting it into his head to win the 24 Hours of Le Mans, playboy and sports car enthusiast Briggs Cunningham II threw every resource at his disposal to achieve that goal. Spurred on by a semi-successful attempt in 1950 using Le Monstre and a stock-bodied Cadillac, Cunningham bought out the Studillac and Fordillac operation run by racers Phil Walters (Ted Tappet) and Bill Frick to start his own company, dedicated to building world-class race cars. Le Mans homologation rules called for a production run of at least 25 cars, so Cunningham did exactly that, producing 25 C-3 coupes and convertibles starting in 1952.
Tom Cotter's Cunningham C-3, chassis #5207, photographed in 1952 at Watkins Glen. Photo courtesy Tom Cotter.
Intended for the street, the C-3 was based on the Hemi-powered Cunningham C-2 race car, but used a body designed by Giovanni Michelotti and built by Vignale. At a price of more than $10,000, it was likely America's most expensive production car until Cunningham went out of business after 1955. According to Cotter, all 25 C-3s are accounted for today – #5209, the last "lost" C-3, turned up a couple years ago, sitting outside the second owner's barn in Connecticut. He said he hopes to gather as many of the C-3s as possible – along with the racing Cunninghams (according to Cotter, all but one still exist), the more recent continuation Cunninghams (built in Lime Rock), and the various cars that Briggs Cunningham owned and raced – for the weekend's events.
"Briggs Cunningham really was the Carroll Shelby before Carroll Shelby developed the Cobra," Cotter said. "He was a very significant person, a class act, a renaissance man, a sportsman. If he had disc brakes or a lighter V-8 engine like the small-block Chevrolet, he certainly would have won Le Mans."
Besides the class dedicated to Cunninghams at the fall festival's concours d'elegance, the weekend's other Cunningham-related activities will include the unveiling of a new Cunningham C3 convertible die-cast as well as a new two-volume book on Cunningham and his cars by Richard Harman, titled Cunningham: The Passion – The Cars – The Legacy. The cars will also participate in the Thursday evening road tour that ends in Falls Village, Connecticut, and Cotter said that Cunningham's family and some of the mechanics who helped assemble the cars will attend the event as well.
For more information about the Lime Rock Vintage Fall Festival, visit LimeRock.com.
UPDATE (16.August 2013): Lime Rock put together this nice video on the Cunningham ahead of the reunion.
Hemmings Find of the Day – 1952 Cunningham C-3
Though it doesn't share a finely sculpted Vignale body with its production successors, what this 1952 Cunningham C-3 for sale on Hemmings.com lacks in Italian lines it makes up for with its status as the only fully American-built Cunningham C-3 coupe. Reportedly it cost $15,000 for Cunningham's Palm Beach crew to build, an amount that led Cunningham to partner with Vignale for the production C-3s. From the seller's description:
As part of the homologation requirement for international sports car racing, at least 25 roadgoing versions of the (Cunningham sports) car had to be constructed, which Cunningham called the C-3. The first two C-3s were built entirely by Cunningham at their West Palm Beach works, one open car and one closed car. All subsequent road cars were a completely different design and were produced by Vignale in Italy. The chassis of the two American-built C-3s was virtually identical to the competition cars, and the coupe is unique for its integration of a roll bar into the chassis. Ultimately, it came to be that other than these two works-built C-3s, only competition cars would be built entirely by the Cunningham works in the United States. Thus, this particular car is a genuine one-off: not only the sole roadgoing Cunningham C-3 Coupe built by Cunningham in the US, but also one of two non-competition Cunninghams with American bodies.
In addition to being extremely significant, this car enjoys known and distinguished history from new. Its original owner was Briggs Cunningham's friend Karl Kiekhaefer, owner of Mercury Marine. The car was originally finished in Brewster green with pleated leather bench seat and sat on cast alloy wheels. Kiekhaefer did not keep the car long and traded the car for the first Vignale bodied C-3, which was also numbered 5206, presumably for tax reasons. In later years, this created some confusion, although Cunningham historians agree that this is irrefutably the sixth Cunningham sports car constructed and that the X was added to this car's serial number to differentiate the two cars.
Before being sold on to its second keeper, B.S. Cunningham Company recorded a number of factory modifications, including the fitment of racing style bucket seats, replacing the De Dion rear end with a more streetable live rear axle, and the fitment of wire wheels. The car remains in this configuration today and was sold to its second owner, George Schrafft, who kept the car until 1958. The car's next owner, Henry Desmoreau, kept the car for 41 years, starting a restoration that was partly completed when he sold it in 1999 to a new owner, who completed the exacting restoration to specification in which the car was delivered to Schrafft. The restoration retains the unique Cunningham "log" intake manifold, four Zenith carburetors, three-speed Cadillac transmission (the only contemporary gearbox that could withstand the torque of the racing-prepared Hemi), and live rear axle.
The car was restored to high standards about ten years ago and remains in excellent condition. The paintwork was well done and shows nicely, with a handful of very small cracks in selected areas. There are no other significant signs of wear or damage, and the stripes are painted on and cleared over. The body is straight and displays very good panel fit. The chrome is very good throughout, with very minimal pitting, other than on the license plate lamp, which displays more pitting. The glass and lamps are excellent throughout, including the Cibié headlamps. The car sits on period correct Michelin X tires.
The interior was done to very high standards using high quality materials throughout. A distinguished dark red and grey color scheme was selected for the leather and carpets, and the leather employed is of high quality. The interior has nice patina throughout and lovely period detailing. The instruments are arranged centrally and are period Stewart Warner items. The sill plates are nicely detailed with the Cunningham logo, and the grey wool carpets with red edging are in excellent order. The headliner is mohair and is excellent as well. The steering wheel button has some cracks and the wood rim is in fine shape. There is also some wear to the leather heel pad. The trunk is upholstered in carpet to match the interior and was done to equally high standards.
The engine compartment is in nicely restored shape and is generally equipped with the correct original equipment, particularly the electrical system. The fuel lines have been upgraded to stainless steel items with Aeroquip fittings. The tubular structure of the frame is visible and is in good shape throughout. The engine retains its evocative "Firepower" valve covers and "log" intake manifold with Cunningham logo.
View past picks: Hemmings Find of the Day Archive
See more racing and high-performance vehicles for sale on Hemmings.com.


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What does EROS mean in Educational?
This page is about the meanings of the acronym/abbreviation/shorthand EROS in the Community field in general and in the Educational terminology in particular.
Find a translation for EROS in other languages:
Select another language:
What does EROS mean?
- Eros(noun)
- (Greek mythology) god of love; son of Aphrodite; identified with Roman Cupid
Discuss this EROS abbreviation with the community:
Use the citation below to add this abbreviation to your bibliography:
"EROS." Abbreviations.com. STANDS4 LLC, 2015. Web. 2 Mar. 2015. <http://www.abbreviations.com/term/112416>.
EROS also stands for:
- Earth Resources Observation and Science Center, Sioux Falls, South Dakota
- Earth Resources Observation Satellite
- Earth Resources Observation System
- Education Resources On Sexuality
- Electronic Repository Operating System
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- Prison Planet.com - http://www.prisonplanet.com -
Doomsday professor: WE'RE ALL GONNA DIE BY 2040 (from global warming)
Posted By admin On October 24, 2013 @ 5:04 am In Sci Tech | Comments Disabled
Eric Owens
Daily Caller [1]
October 24, 2013
Well, humans of the world, your species has enjoyed a nice run but it's all going to be over within 30 years.
In a speech last week at the University of Colorado Boulder Guy McPherson, professor emeritus at the University of Arizona, said humans are "about as special as bacteria," reports The College Fix [2]. He forecasted the demise of human civilization and, in fact, most human beings by 2040.
The professor was speaking to a crowd of about 80 people. The CU Environmental Center, which is funded by mandatory student fees, co-sponsored the talk. As the Daily Caller News Foundation reported in September, McPherson regularly prophesies doom for all earthlings.
The dour guest professor's speech did not disappoint his gloomy acolytes. McPherson blamed massive, rapid climate change for the impending doom of the planet and the human species. The underlying causes of warming are oil drilling, which produces too much methane, and the burning of huge amounts of fossil fuels.
Article printed from Prison Planet.com: http://www.prisonplanet.com
URL to article: http://www.prisonplanet.com/doomsday-professor-were-all-gonna-die-by-2040-from-global-warming.html
URLs in this post:
[1] Daily Caller: http://dailycaller.com/2013/10/23/doomsday-professor-were-all-gonna-die-by-2040-from-global-warming/
[2] reports The College Fix: http://www.thecollegefix.com/post/15082/
[3] Professor: Robots to Patrol Cities by 2040: http://www.prisonplanet.com/professor-robots-to-patrol-cities-by-2040.html
[4] A professor speaks out: money has corrupted our global warming debate: http://www.prisonplanet.com/a-professor-speaks-out-money-has-corrupted-our-global-warming-debate.html
[5] US physics professor: 'Global warming is the greatest and most successful pseudoscientific fraud I have seen in my long life': http://www.prisonplanet.com/us-physics-professor-global-warming-is-the-greatest-and-most-successful-pseudoscientific-fraud-i-have-seen-in-my-long-life.html
[6] Physics professor tells U.S. government PUT UP OR SHUT UP on Global Warming Claims: http://www.prisonplanet.com/physics-professor-tells-u-s-government-put-up-or-shut-up-on-global-warming-claims.html
[7] Doomsday Global Warming Fearmongering Accompanies Copenhagen: http://www.prisonplanet.com/doomsday-global-warming-fearmongering-accompanies-copenhagen.html
Click here to print.
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Wayne County Medical Examiner identifies bodies found Sunday as two missing Hamtramck women
DETROIT (WXYZ) - The Wayne County Medical Examiner now says the two bodies found in a shallow grave Sunday are those of two missing Hamtramck women.
The ME's office also says that 18-year-old Abreeya Brown and 22-year-old Ashley Conaway were shot.
Detroit Police and Hamtramck Police searched a wooded area near 6 Mile and Telegraph by a riverbed after receiving a tip.
"We have unearthed in a shallow grave, the remains of two females, on the surface fit the description of the two young ladies we were looking for," said Detroit Police Chief Ralph Godbee at the time.
Sources tell 7 Action News that the shallow grave had tree logs placed over it. They also found articles of clothing believed to belong to one of the women nearby.
Sources also tell 7 Action News, a shovel that did not have rust on it, was found close to the crime scene.
"I'm just devastated," said Jacquelyn Porter. Porter is Abreeya's aunt. She rushed to the scene with other family members to talk with police when they heard the bodies were found. "I can't believe that someone would do this to those girls," she said.
Around 5:00 p.m. Sunday, sources say one of the bodies was pulled from the grave. The location is less than two miles from Eliza Howell Park where police searched for the missing women earlier this month, and close to where a grey burned out car was found that the girls were believed to be abducted in.
The women were kidnapped at gunpoint outside the home they shared with Abreeya's stepfather in Hamtramck on February 28. The stepfather has said that he exchanged gunfire with the two men who kidnapped the women.
Conaway's ex-boyfriend 26-year-old Brandon Cain, and his friend, 24-year-old Brian Lee, are suspected in the abduction. Both are in custody on other charges after they shot at the women on February 8 when police say Cain didn't want his relationship with Conaway to end.
In the weeks leading up to the kidnapping, police say Cain tried to pay the women thousands of dollars in hopes that they would refuse to testify that he and Lee were involved in the shooting.
Family members say finding the women brings some closure and now they want justice.
"Life without parole with what they did here. They deserve it. They took these girls lives away from them forever. They might as well not be out here either," said Porter.
When asked if Cain and Lee could soon be facing murder charges, Chief Ralph Godbee says that they are a long way from that. He said more evidence would need to be collected and then everything would have to be sent over to the prosecutor's office for them to make their determination.
The autopsies will be done Monday morning.


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Remembering Don Hendricks
Don Hendricks was born in San Diego on June 10th, 1947, and grew up in Orange County. He joined the army and spent time in Korea, then Alaska, where he began his undergraduate work at the University of Alaska. He returned to Southern California and completed both his B.A. and M.A. at California State University, Fullerton. He began teaching and exhibiting his art soon after graduating, and taught at California State University, Fullerton; Rancho Santiago College (then Santa Ana College); and Hollywood Art School. In 1974 he joined the faculty at Fullerton College and served as a chairman of the Art Department from 1983 to 1985. He died on February 8, 1989, after being hit by a car while bicycling to work.
Don Hendricks' death is a poignant loss both to those who knew him well and to those who knew him only indirectly through his art. He was one of the most masterful and magical of contemporary realist painters. His work, from his early graphite drawings to his last watercolor triptychs, gathers the elements of our county-- hot rods, cactus, trains, Mickey Mouse, freeways, bungalows, foothills, canyons-- and projects a place suffused with marvelous light and possessed of great dimension.
Don Hendricks exhibited across America and in Europe, and had one-man shows in Geneva, Switzerland; New York; Washington D.C.; and Los Angeles. His work is represented in collections at the Los Angeles Music Center, the Ahmonson Contemporary Art Collection, Cedar-Sinai Medical Center, Laguna Beach Art Museum, and the Addison Gallery of Contemporary Art, as well as in many private and corporate collections. In the last five years, he was in 40 group exhibitions.
He received numerous honors for his work, including three California Arts Council grants, in 1982, 1983, and 1984. He filled a term as the first vice president of the National Watercolor Society in 1984. In 1981, with a matching grant from the California Arts Council, Don Hendricks became Brea's Artist in residence. As part of his residency, he offered demonstrations in schools, taught free watercolor classes, gave lectures, dedicated studio time, and completed special projects, including "Waterworks," an eight-part video series on basic watercolor techniques, which he wrote and produced. He painted 25 watercolors of Brea during this time, and his was considered a model residency program by the state.
Don Hendricks was a devoted husband and father, an avid sportsman-- climber, surfer, skier, and backpacker-- and an important artist of our time. He will be remembered and missed.
Jeff Horne, friend and fellow artist
Don Hendricks was one great artist. I will continue to watch him paint the clouds for me the rest of my life, I'm sure. His art reached far beyond his watercolors and drawings. Life as he lived it was a masterpiece which he worked on humbly, thoughtfully, honestly, and daily.
He was an artist in the finest sense. I remember complimenting Don on his children's creativity and asking if he was looking forward to watching their creative development. And he said simply that he would be very happy if they just grew up to be good human beings.
Don always knew what was truly important. I remember my excitement at introducing him to the IMAX Theater in Los Angeles where we had gone to see "The Dream is Alive," a film shot from inside a space shuttle and shown on a three-story high screen. He sat quietly as I explained what was about to happen. But his attention was elsewhere. He excused himself and was gone for a while, and I never would have known if the leader of that group of more than a dozen handicapped children had not stopped us as we left to thank Don for paying for all of their entries into the theater-- and with the money he had saved to buy art paper with me later that afternoon. I had been intent to show Don something new that day; instead he taught me that a single act of human kindness is grander than any view form outer space.
Don was the very best kind of teacher, never proselytizing or dictating, but rather quietly showing the way. I knew him to be an honest man in every sense: honest in his portrayal of life, especially in his most recent paintings. How beautiful they are seen in total-- and yet they include the hidden, the unexpected, and the seemingly unfair broken bits and pieces we find upon closer inspection. He lived the truth-- that we can make the choice to bring goodness into this life. I camped with Don, traveled, ran, swam, painted, and exhibited art with him. He wanted me to climb a mountain with him. I never would. Now he has left for me a mountainous legacy. For from those whom God has given much, much is required. And God gave me, and us all, so very much in Don Hendricks.
For more information about Don Hendricks & his work, click here or here. Thanks for reading. If you have questions about Don Hendricks, please email them to me.
And if you knew my father, please feel free to leave a comment below. I enjoy hearing from his friends, colleagues, and students.


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Results tagged "filming"
The Old Royal Naval College has been temporarily transformed into 19th century France for the making of Les Miserables.
Filming of the new adaptation of the hit musical starring Hugh Jackman, Russell Crowe and Anne Hathaway began on Monday and cast and crew will be on site for a week.
Skating stars from ITV's Dancing on Ice were practicing their moves in Canada Square yesterday as filming for the new series got underway.
The ice rink was shut to the public, while film crews shot the skaters under huge red lights and bright flares, with Canada Square's buildings illuminated in the background.
Blackadder star Tony Robinson was spotted in Canary Wharf this afternoon cunningly filming a history show.
Robinson, 65, was on West India Quay to record a programme about his personal view of London's East End to be broadcast on Australian television next year.
See The Wharf's gallery of Top Gear's visit here
Popular BBC show Top Gear swapped the open road for the Wharf estate on Tuesday morning.
Presenters Jeremy Clarkson, Richard Hammond and James May faced a firing squad of mobile phone cameras as they filmed a segment on city cars outside the Jubilee line station.


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Not every sun-seeking family need set their sights on the beaches of California, Florida, or Texas for their spring vacations. Another, culturally-rich option lies just a short airline flight away: the Caribbean. National Geographic News recently spoke with Candyce Stapen, author of a new guidebook to the region, published by National Geographic Books.
The Galápagos Islandswhere Charles Darwin's theory of evolution took rootare facing increasing pressure from tourists and commercial fishing. A Web-exclusive photo gallery by National Geographic Traveler magazine showcases the incredible diversity of the sanctuary.
H.L. Hunley Captain George Dixon's pocket watch represents a tiny time capsule sealed since the Civil War. Scientists excavating the interior of the recovered Confederate submarine have recently opened the watch and discovered yet another clue to the enduring mystery of the vessel's fate.
A growing influx of international tourists visits Cuba each year, including an estimated 40,000 Americans who flout a U.S. ban on travel to the island each year. National Geographic Books recently issued a new guidebook to the island, National Geographic Traveler: Cuba. National Geographic News spoke with guidebook author Christopher Baker about his impressions of Cuba, the U.S. ban on travel to the country, and legal avenues to visit the island.
When the space shuttle Columbia broke up on Saturday, February 1, a group of Colorado-based researchers whose firefighting experiment was on board felt the tragedy all the more deeply because they had worked closely with the astronauts during the previous few days to fix a glitch in the experiment.
The destruction of the space shuttle Columbia in the final minutes of a rare mission purely devoted to space science claimed seven lives. It also dealt a devastating blow to scientists eager to conduct research in the weightlessness of space.
Space shuttle Columbia broke up just minutes before it was scheduled to land this morning, killing all seven astronauts on board. Story and photo gallery.
Conservation International and National Geographic Traveler magazine announced today the first winners of the World Legacy Awards, recognizing operators in southern Africa, Italy, and Thailand as the "best examples in the tourism industry of the ideal balance between nature conservation, the protection of heritage sites, social responsibility, and commerce."
Airlines have long overcharged business travelers. But with more executives these days relying on smaller carriers like Southwest or ATA for cheaper rates, giants like United are slashing some business fares by 40 percent. Do business travelers really win in this competitive climate? Yes and no, says Traveler Editor in Chief Keith Bellows. Here's why.
Recent outbreaks of gastrointestinal illness among passengers forced Disney, Holland America, and Carnival to cut a string of cruises short. The Centers for Disease Control (CDC) says the Norwalk virusnot terrorismis to blame. Here, Traveler Consumer News Editor Norie Quintos discusses travelers safety at sea.
Airport security tightened just in time for the busiest travel season of the year. With better training and more advanced equipment, U.S. agents are expected to screen passengers more thoroughly than ever before. But that doesn't necessarily mean longer delays, says Traveler Editor in Chief Keith Bellows. Here, Bellows talks about what to expect, how travelers can help ease gridlock, and more.
The turmoil at many major online travel-booking sitesincluding revenue losses, job cuts, and other problemscould help restore the health of travel agencies, which were hard hit in the dot.com boom, says Traveler Editor in Chief Keith Bellows.
Halloween is the perfect time for hair-raising adventures away from home. Traveler Editor in Chief Keith Bellows offers his take on five of the world's scariest experiences.
Forty years ago this month, the Kennedy administration discovered that the Soviet Union was constructing missiles in Cubaand the resulting U.S. government ban on U.S. tourist travel to Cuba remains today. Traveler Editor Keith Bellows recalls his visit to Cuba, predicts what could happen if the embargo were lifted, and more.
For years, Bali was a peaceful enclave in conflict-ridden Indonesia. The popular tourist destination attracted 1.5 million visitors just last year. But on October 12, the peace was shattered when a car bomb exploded outside a tourist-packed nightclub, killing over 180 people. Now, few visitors are likely to return anytime soon. Here Traveler Editor Keith Bellows talks about the future of Bali's travel industry, alternative island getaways, and more.
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(Half A Cow) released Who? Luke Russell is three things a Philosophy lecturer at Sydney Uni, the brother of Sally New Buffalo Seltmann and the proud owner of one of the greatest debut pop albums ever to be released in The Kiss That Lasted All Weekend. Luke played everything by himself (except for drums and piano on one song) and the album is full of beautifully unashamed pop songs, harmonies and well-crafted lyrics about unrequited love. Includes a cover of Stephin Merritts Ive Got New York. In stores March 17th 2007
1. A Girl Who Screams When She Dances 2. She's Making Me Hard 3. Make Me A Midwest Town 4. Beneath The Mirrorball 5. Snakes 'n' Ladders 6. Tell Me True 7. She Wanted To Teach Me A Lesson 8. Young Love 9. I Spread Myself Too Thin 10. The Kiss That Lasted All Weekend 11. Break Me All The Way Through 12. I've Got New York
Half A Cow Records PO Box 1100 STRAWBERRY HILLS NSW 2012 Australia Email: firstname.lastname@example.com Phone: +61-2-9716 6926 ABN 93 300 971 980


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Young Dizzy
- These Haters Feat. Young Dizzy (Prod Epik the Dawn)
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- Sidewayz Feat. Young Dizzy
- 01First Song
- 02Track Number Two
- 03Third Song
- 04Composition #Four
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Young Dizzy ma name, Rhymes mixed with Great sound are only a small part of what I do, Probably know of a billion upcoming rappers buh I guarantee if you lend me your ears fora few minutes you'll see that I do this.


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As the world's largest independent property consultancy, Knight Frank works with UHNWI and their wealth advisors through a network of 330 offices across 48 countries. This makes us uniquely placed to provide advice on all aspects of development and investment across the globe's key residential and commercial markets.
Over the past eight years, against a backdrop of unparalleled economic instability, The Wealth Report has documented the performance of prime property in the most sought-after international locations. Our experts, led by Knight Frank's unrivalled global research team, have explored the latest trends, pointed to current opportunities and highlighted some longer-term plays.
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On TV
Next: Sun, Mar 08, 11:00 PM ET/PT on SHO WOMENUpcoming Airings
Twenty-five years ago Adib, a promising young officer in the Syrian military police, left Damascus under suspicious circumstances. Abandoning the love of his life, Fatima (Marisa Tomei), he made his way to Canada and built a new life from scratch. But when his daughter suddenly disappears in Damascus, his past threatens to violently catch up to him. Teaming up with a Canadian emissary (Joshua Jackson), Adib must now confront the turmoil he thought he left behind so many years ago.


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Brass Knuckles
A weapon used in hand-to-hand combat. Brass knuckles are made of pieces of metal, usually steel despite their name, shaped to fit around the knuckles. |
Cat Ears
Cat Ears are often seen in anime/manga on cat-like characters or in cosplay. They can be either natural or artificial in nature. |
Daisy is the teddy bear that Hiroomi purchased for Aoi. It is an item in the Wagnaria franchise. |
A Katana is a kind of Japanese style of sword with a curved single-edged blade. Best known for speed, light weight, and cutting ability. Highly popular in many styles of manga and anime. |
Teddy Bear
A popular stuffed toy bear that has been around since the 1930's and has been featured in many forms of Media. |


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The Fire Mountain Property is comprised of seven (7) mineral claims (MTO) containing 93 cell claim units totaling 1937.03hectares. The property was originally staked, May 17, 2012. The property is accessible by air. It can also be reached viaroad, approximately 200 kilometres from Pemberton and the Lillooet River Road. The property has been the focus of severaltechnical reports. Please see the bottom of this section for a link to our report.
The property is underlain by the Fire Lake Group. The Fire Lake Group represents an island arc sequence preserved as a roof pendant within intrusives of the Coast Plutonic Complex. The assemblage has been subjected to thrust faulting, large amplitude folding, and regional metamorphism up to greenschist facies. The Harrison Lake shear zone occurs to the east, in the Lillooet River Valley, which is known regionally to be an important control to mineralization. Diverse styles of mineralization are found in the Fire Lake Group. These include syngenetic volcanic-exhalative mineralization, granodiorite-related stockworks and breccia zones, high angle thrust-related mesothennal gold-copper veins, and late, fault-related epithermal mineralization. The rocks of the Fire Lake Group have been correlated with those of the Gambier Group, host to the Britannia copper-zinc-silver-gold volcanogenic massive sulfide deposit. The Britannia deposit, situatedabout 65km to the west-southwest of the property, yielded approximately 47.8 million tonnes of ore grading 1.1% Cu, 0.65% Zn, 6.8 g/t Ag and 0.6 g/t Au between 1905 and 1977.
The Fire Mountain property covers a part of the Fire Lake pendant, one of several scattered Jurassic-Cretaceous pendants located in the southern Coast Mountains. The pendant is surrounded by plutonic rocks of the Coast Plutonic Complex. Rocks within the pendant are termed the Fire Lake Group and are correlated with the Gambier Group, based on lithologicalsimilarities. This correlation is important from a mineral potential perspective, since it suggests the potential for volcanogenic massive sulphide mineralization in the Fire Lake Group. The Britannia Mine near Squamish, approximately 65km west-southwest of the Fire Mountain property, is an example of massive sulphide mineralization within the Gambier Group. The Britannia Mine produced approximately 47.8 million tonnes of ore grading 1 .l% Cu, 0.65% Zn, 6.8 g/t Ag and 0.6g/t Au between 1905 and 1977. At the time of the mine closure, drill indicated reserves were 1.4 million tonnes grading1.9% Cu. Lynch describes the Fire Lake and Gambier Groups as collectively being included in the Nooksack tectonostratigraphic terrain, regarded as part of a broad Upper Jurassic-Lower Cretaceous overlap assemblage which links Wrangellia in the west with Stikinia to the east, by latest Early Cretaceous time.
The Cariboo gold belt in south-central British Columbia was a world-class producer of gold. Historic gold production inthe Cariboo area was approximately 3.8 million ounces, 2 million from placer operations and 1.8 million form lode deposits. These totals are an estimate only as prior to 1874 production was not recorded. 90 percent of the placer gold was recovered from Late Pleistocene, pre-glacial and interglacial gravels in buried paleo-channels of modern stream valleys.In addition, the placer operation from the Bullion pit at Likely produced 175,000 ounces of gold and 1,800 ounces of platinum. Gold and platinum were also reported in placers in the Frank Creek area in similar proportions.
In addition to placer gold operations, four underground mines - Cariboo Gold Quartz, Island Mountain, Mosquito Creek and Cariboo-Hudson - have operated in the district. Other important gold and copper-gold deposits occur near Likely, in the southwestern part of the Cariboo district. A new open-pit copper-gold deposit on Mount Polley, located 9 km southeast of Likely, is expected to be put into production soon. Measured reserves are 49 million tonnes grading 0.38% copper and 0.54 g/t gold. Inferred reserves are 230 million tonnes grading 0.25% copper and 0.34 g/t gold.
The initial and larger claim Orion#3, is a 550 acre claim. It is a consolidation of many claims originally divided intomany separate ares. TANA will also add 2 cells from the original Orion claim into the current Orion 3 claim. This will ensure that we not only hold subsurface rights on this ground, but we also own (freehold) 25 acres of surface rights onCharleston creek. Other areas TANA is looking at are areas on the Fraser River. These are locations that have traditionally only been accessible by boat, but TANA has located access that can be upgraded into a fully functional road. The close proximity to the Orion claim makes it a convenient acquisition.
During this phase of exploration and development our focus will be mostly on acquiring and working claims in the local (Quesnel) area. Considering TANA is relatively close to New Gold's Blackwater Deposit and the well-known Fraser River Tertiary Channel deposits, we are very optimistic. After this initial phase of work in the Blackwater-Fraser River-Nazkoarea, TANA will expand exploration and development programs to include the Barkerville-Yanks Peak-Likely areas, and beyond.
Tana Goldfields has subdivided a 30km l ength of river locations into six 5km blocks, together with surrounding land area.
Tana will dredge gold and diamonds from it's river claims and later dig and wash alluvial soils. Tana is negotiatingon the two portions or a 10km stretch of river as well as 15.66 square km of gold bearing land area on both sides of the river.
Tana will fund the project and will build comfortable camp infrastructure which will include running water, electricity, Internet and satellite. The company will also build a processing building, storage building and two complete sets of dredging equipment including two barges, two 8" gravel pumps, 200m 8" hose and two trailer mounted classifiers.Also built will be, two cyclones, two bushman jigs and one 3m Gemini table and various mechanical equipment.
The team has been working in the area for the past 18 months, supporting and building working relationships with the local miners. With current and up to date licenses in place to buy both locally produced Gold and Diamonds, we have the necessary Kimberley Process Certificate (KPC) as well as the correct registration documentation and Bonds in place to export Materials of value, and have a history of doing so.


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Girl Scouts Daisy Day (Clover's Story)
Girl Scouts Daisy Day (Clover's Story) May 4, 2013 - 12:00 pm @ Kidspace Gardens
SKU: workshops 13390
Read Clover's Story with a Kidspace Educator and learn to use your resources wisely. Daisy Girl Scouts will read Clover's Story and discuss it, make a collage using old magazines and learn how Kidspace practices being resourceful. $25 per Girl Scout includes museum admission, educator facilitation and activity supplies. Adults must pay $10 admission upon arrival to the museum on workshop day.
Daisy Girl Scouts
Name: Marco Calderon
Phone No: (626)449-9144 Ext. 5218
Email: email@example.com
Phone No: (626)449-9144 Ext. 5218
Email: email@example.com
Busy Bee Learning Store
Need help or have a request?
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Eat Right 4 Your Type®
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A database of blood group correlations to common diseases
Total number of records:
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Tumors, gynecological
A retrospective analysis of 968 women affected by gynecological tumors was conducted to assess the existence of a difference in survival between patients with different blood groups. Data are presented on 237 cases of endometrial cancer, 92 cases of ovarian cancer and 639 cases of invasive cervix cancer, detailing their ABO blood antigenic phenotypes, the stage of neoplasia and the treatment received. With regard to endometrial cancer, a sensibly better 5-year and 10-year survival is associated with blood group 0 if compared with blood group A. This finding is more evident when 5-year survival is considered among patients affected by ovarian cancer. With regard to cervical cancer, analysis showed that a little better than 5-year survival is associated with 0 blood phenotype. The present study confirms evidence of an association between the A blood group and gynecological tumors. Endometrial and ovarian cancer occur more frequently in women with blood type A than in those with the other blood types, moreover, in the same tumors blood group A is associated with a poor prognosis. The possible reason for these findings are discussed with detailed regard to the possible biological importance that, at present, is conferred to the ABO group system in the complex activities of the immune system. (1)
1. Minerva Ginecol 1995 Mar;47(3):69-76 [Blood groups of the ABO system and survival rate in gynecologic tumors]. Marinaccio M, Traversa A, Carioggia E, Valentino L, Coviello M, Salamanna S, Dragone DC, Marinaccio L
List All Diseases in Database
2015-2-28: Current Date 5:33:28 GMT: Current Time
PathType is a searchable database of blood group and disease associations, clinical correlates and citations.
By Peter D'Adamo. Copyright 2001-2011.


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What does ACDM mean in British Medicine?
This page is about the meanings of the acronym/abbreviation/shorthand ACDM in the Medical field in general and in the British Medicine terminology in particular.
Association of Clinical Data Management
Find a translation for ACDM in other languages:
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Discuss this ACDM abbreviation with the community:
Use the citation below to add this abbreviation to your bibliography:
"ACDM." Abbreviations.com. STANDS4 LLC, 2015. Web. 4 Mar. 2015. <http://www.abbreviations.com/term/1408277>.
ACDM also stands for:
- Acellular Cadaveric Dermal Matrix
- adiabatic cold dark matter
- Africa Community Development Media
- American College of Domiciliary Midwifery
- Analysis Communication Dissemination and Meetings
... and 11 more »
Nearby & related abbreviations:
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- Search Association of Clinical Data Management on Amazon
- Search Association of Clinical Data Management on Google


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Geocaching > Hide and Seek A Geocache > Geocache Log
Sunday, November 03, 2013Wisconsin
An amazing adventure! TeamDennis, Delkan1066 and I headed into Wisconsin early in the morning for my 1000th cache and a day filled with caching! A very memorable trip starting in a wonderful cave and climbing the few peaks in Wisconsin! We had a great day and it was only dampened by the deer I hit on the way out! Thank you for all of the great hides! We had a blast!
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Doors: 8pm
Tickets: GA Seats - $18.5 ADV. $22 DOS. GA Standing Room - $12
Fete Ballroom
Doug Benson
Doug Benson ("Best Week Ever," "Last Comic Standing") has been on an album-a-year schedule since 2008, plus he records a popular weekly podcast ("Doug Loves Movies"), does the occasional film ("Super High Me") and TV project ("The Benson Interruption"), and keeps up a robust schedule of live dates. Such a busy schedule for High Times' 2009 Stoner of the Year.