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Pan Am Series – Part XXVII: Clipper Cargo
Pan American's All-Cargo Service
Pan American World Airways has always been associated with passenger service, however what is often overlooked is the fact that Pan American was a leader in air cargo and was, in fact, a pioneer in all-cargo flight operations.
The history of Pan American's all-cargo operations can go as far back as early World War II, when, in 1942, the airline operated international airline service with all-cargo aircraft using DC-4s (Army C-54/Navy R5D) and Coronados (PB2Y). The total cargo carried from 1941 through 1943 rose exponentially from 14,792,441 pounds in 1941 to 84, 545,010 pounds in 1943. In addition, Pan American's 1943 Annual Report announced:
"The first scheduled all-cargo service was inaugurated . . . between North and South America. This service to Brazil has provided rapid transit for both war materials and commercial cargoes. Sikorsky Clippers stripped of 2,500 pounds of luxury passenger equipment ns capable of carrying four tons of cargo, are used."
The Coronado (PB2Y) (1943 Annual Report)
By 1945, Pan American was, according to the annual report of that year, offering "the first commercial transatlantic all-freight service. Regularly scheduled all-cargo Clippers [were] operated by Pan American on several routes." DC-4s (former Army C-54s) operated on these routes. In 1948, the all-cargo fleet received an influx of ten Curtis C-46 Commandos (the Army C-55) that operated primarily in the Caribbean, although some ventured as far south as Brazil and Argentina. The 1948 annual report noted that Pan American has "[s]ixteen special all-cargo Clippers [to] supplement cargo capacity of the passenger Clippers."
Curtis C-46 Commando (Ed Coates Collection)
Below is illustrated a 1948 advertisement for Clipper Cargo and a page from the 1948 Annual Report showing cargo loading operations on Pan American's two all-cargo-type aircraft, the DC-4 and C-46. A caption on this page notes that it is cheaper to ship a private aircraft than to fly it to its destination.
The the schedules of all-cargo flights did not appear in any of Pan American's timetables issued prior to 1950 reviewed for this article. South American all-cargo flight schedules appeared in a 1950 timetable using C-46 aircraft. In a 1952 timetable, the South American flights included the DC-4 as well as the DC-6A. All-cargo flights in other parts of Pan American's system did not appear in these two timetables.
In a 1956 timetable, transatlantic all-cargo flights were included as well as South American, with the former using DC-4 and DC-6A equipment. In a 1959 timetable, the DC-6A was used on transatlantic flights and the C-54 (DC-4) used primarily on South American routes (page not shown).
(Jon Proctor Photograph)
By 1961, Boeing 707 passenger jets had been introduced to Pan American's fleet and because of this, some of the airline's fleet of DC-7C aircraft were converted to an all-cargo configuration. According to the 1961 Annual Report:
"Conversion of 13 DC-7Cs to all-cargo configuration with 20-ton payload capacity on a transatlantic flight. Each is designed for "'AirPak' the new cargo loading system developed by Pan American. Using pre-loaded pallets, AirPak reduces aircraft-loading time to less than an hour, provides improved services for shippers and increases utilization of aircraft."
Utilization of the DC-7CF on transatlantic all-cargo flights were included in the 1961 timetable. The C-54 (DC-4) was deployed in South American operations. In a 1965 timetable, Boeing 707-321C jet freighters had been introduced into service, primarily on the transatlantic routes. Interestingly enough, the South American all-cargo service included not only jet freighters, but DC-7Cs and DC-6As as well. By 1966, the DC-7CFs had dropped off the timetable leaving just a couple of DC-6As on a handful of flights in South America. This marked the end of the piston all-cargo operations.
The 1960s saw a remarkable growth in Pan American's all-cargo operations, and in the 1967 Annual Report, it was noted that "Pan Am again was the world's leading air cargo carrier. Pan Am flew 605,500,000 cargo ton-miles, up 15.2 per cent, compared to 1966. * * * In five years, the cost to the average shipper was cut by 25.7 per cent to a new low yield of 20.5 cents per ton-mile."
Courtesy Allan Van Wickler
Courtesy Alan Van Wickler
Going into the 1970s, cargo growth continued. In the 1972 Annual Report, it was noted that new freighter services were introduced to South America and a South Pacific freighter began new operations providing the only service of this type between the West Coast of the united States and Australia/New Zealand. The report also noted that new cargo centers were opened at off-line stations and new cargo terminal facilities opened in Rome, Lisbon, New Delhi, Osaka and New Orleans. New services were also announced for the next year, 1973, including additional freighter between New York and Latin America, New York and Tokyo and across the Atlantic, and new service between New York and Africa. The report also noted that Pan Am "lead the free world in air cargo tonnage".
During this period, the 707-321C was the mainstay of Pan American's jet freighter fleet, operating throughout the world as illustrated in 1971 and 1974 timetables:
In 1977, cargo operations continued to grow, carrying more tons of freight and earning more revenue than ever before. It was also announced in the annual report of that year that Pan Am would develop a Five-Year Plan to improve cargo profits by maximizing utilization of passenger aircraft cargo space and increasing the number of 747 freighters in the fleet. The annual report also noted that Pan Am is "one of the world's largest and most experienced air freight carriers, . . [and] [i]ts fleet of 747 freighters – the largest in the industry – and 707 all-cargo jets, plus the extensive cargo space of its passenger aircraft, give it unmatched capacity. Pan Am's route system, serving 93 cities in 62 lands, literally covers the world for shippers".
In 1978, cargo volume and revenue set new records and, according to the 1978 Annual Report, Pan Am regained its position as the "world's number one carrier of scheduled international air cargo. By the end of 1978, the last of the 707s was retired, making the Clipper Cargo fleet all wide-body with six 747 freighters. The fleet evolved from seventeen 707s to the six 747s over the decade and this prompted some scheduling and aircraft utilization changes to maximize the economic potential of the 747. This was done through increasing daily utilization, reducing short-haul segments and increasing available capacity.
During this period was the domestic deregulation of the cargo market. This gave Pan American domestic authority in cargo markets, giving the airline new benefits. Thus, for example, adding Chicago to a transcontinental-South Pacific routing would provide additional revenue from the New York-Chicago-San Francisco-Honolulu segments, previously unavailable to Pan American.
Going into the 1980s, Clipper Cargo remained an important part of Pan American's operations. Freighter service was restructured to improve profitability by emphasizing high volume markets. In addition, the control of containers used on wide-body aircraft for the loading of cargo and baggage was computerized through "Pantrac", Pan American's world-wide cargo reservations tracking system. This increased the efficiency of tracking containers, maximizing use and reducing the need to invest in new equipment.
In addition, taking advantage of the deregulation of cargo operations in the United States and the expansion of domestic services, Pan American took the lead, according to its 1979 Annual Report, in introducing the lowest domestic container rates available. Called the "79ers", these rates made it possible for domestic shippers to ship by air at rates comparable to "LTL" (less than truckload) truck costs. Also introduced was a service for small packages called the "Clipper Package Service", offering either expedited airport-to-airport or desk-to-desk service at the option of the customer.
Below are timetable pages from 1977 and 1980. Note the extent of world-wide cargo operations in the former. In the latter, the all cargo flights were incorporated into the passenger schedules.
From the cargo perspective, things looked quite encouraging for Pan American at the start of the 1980s. But it was not to be. It is difficult to really explain what happened. Perhaps it was the competition from the likes of Federal Express who revolutionized small package service and eventually flexed its wings overseas. Or perhaps it was the fact that Pan American was losing money and needed cash. During that time, the airline began selling any expendable assets it had. Apparently the 747 freighters fell in that category. In any case, Pan American piece-by-piece reduced its all-cargo operation starting in 1982 when then Pan American CEO C. Edward Acker started selling off the Boeing 747 freighter fleet. The last was sold to Japan Airlines in 1983. Thus came to an end, "Clipper Cargo".
Filed under Airline History, Airlines, Pan Am, Travel Tagged with 707 freighters, air cargo, Air freight, Boeing 707 freighters, Boeing 707-321C, Boeing 747 freighters, Boeing 747F, C-46 Commandos, C-54, cargo flights, cargo planes, Clipper Cargo, DC-4 freighters, DC-6 freighters, DC-6A, DC-7C, DC-7C freighters, Pan Am, Pan Am air freight, Pan American, Pan American World Airways
The Pan Am Series – Part XXVI: The Beatles (2 of 2)
The Beatles arriving in London on Clipper Beatles after their triumphant inaugural tour of the United States.
The Beatles' whirlwind first visit to the United States also included a trip to Miami fifty years ago this weekend. National Airlines provided the transportation in a DC-8. On Sunday 16 February 1964 they made their second television appearance on The Ed Sullivan Show, which this time was broadcast live from the Napoleon Ballroom of the Deauville Hotel in Miami Beach. They returned to New York and on the morning of 22 February, arrived back in London on Pan Am's flight 102, a 707 named Clipper Beatles. As has been thoroughly documented, Pan Am played an important role in this trip and the planning going into the trip was weeks in the making. Mike Webber, an air cargo consultant who is also a musicologist and fan of the Beatles, wrote about this planning in an article in Air Cargo News that appeared on 7 February this year, commemorating the 50th anniversary of the Beatles arrival in the United States:
"The mannered manager of the English band whose name few had previously heard had a message for all those present in the conference room at JFK's International Arrivals Building (IAB, now Terminal 4). Speaking to mostly seasoned representatives of Pan American Airways, the Port Authority, and the New York Police Department, Brian Epstein could not have found an audience less likely to believe that they were weeks from experiencing a crowd unlike anything they had seen before.
"Mary Ann Trainor had joined Pan Am's public relations department after moving to New York from Michigan in 1963. She sat across the table from Epstein in the hours-long planning meeting, during which the Beatles' movements from aircraft to an on-site press conference and through curbside departure were plotted in detail.
Brian Epstein (Eric Koch/Anefo)
(Air Cargo News)
"She recalls Epstein as thoroughly serious as the assembled representatives discussed which mix of local, national, and international media would have access to the tarmac and press conference. Trainor recalls how Epstein, a man whose classmates had included Albert Finney and Peter O'Toole at the Royal Academy of Dramatic Arts—confidently repeated his assertion that no matter how big they could imagine this would be, it would be bigger. One can easily imagine how such a message went down with a group largely comprising native New Yorkers. They scoffed, but history validates Epstein's faith about what would transpire at JFK International Airport a few weeks later on February 7, 1964. If not for a decision made at that planning meeting, the iconic images of the Beatles descending the stairs from the Boeing 707 would either not have existed or would have been profoundly less impressive. Several options could have allowed The Beatles to arrive more privately obscured from the viewing areas above the IAB but those in the planning meeting had agreed that they had to give the fans 'something.'
"While he may have been cagey about it, Epstein relished the kind of massive reception about which he was warning. Rather than pull closer to the gate, the aircraft Pan Am had named Jet Clipper Defiance would be parked on the tarmac in full view of the thousands of fans and gathered media. The scene was repeated—with even more fans in attendance after the appearances on the Ed Sullivan Show—days later when the Beatles left JFK for England."
Once flight 101 arrived in New York, Dorothea Rizzo took the Beatles under her care. From Webber's article:
"Once the aircraft had been parked on the tarmac, Pan Am's Special Services (VIP) representative Dorothea Rizzo boarded the plane, bringing with her a porter to assist with the Beatles' luggage. Rizzo introduced herself and each Beatle introduced himself and then identified his bags to the porter. * * *
"Rizzo observed that they looked like little boys' but she admired 'how neatly combed they were, well scrubbed and with mod suits. . . . [she] observed that when asked if they had any special requests from VIP services, the four had none. 'You would want to have a son like that,' was how Rizzo summed up her impression of how the Fab Four handled the almost unimaginable situation unfolding in front of them.
"Rizzo enjoyed that, unlike celebrities who seem compelled to act unimpressed, these four boys were clearly exhilarated by the clamor of the crowd, but still unfailingly polite and 'laid back' to the professionals whose jobs entailed serving them. After posing for photos on the stairs and tarmac, the Beatles entered the International Arrivals Building for processing by Customs, Immigration, and Health Services."
The big question in this whole episode was how the Beatles came to fly Pan Am instead of the state-owned national carrier of Britain, British Overseas Airways Corporation (B.O.A.C.). According to Webber, all the Pan Am veterans he interviewed believed "that Pan Am's brain trust recognized the potential promotional benefit of operating these flights and took up the challenge of competing with The Beatles' own national carrier." Further, these veterans expressed belief to Webber that overall "credit might be placed on the efforts of Richard (Dick) N. Barkle, who frequently seemed to be involved in such marketing opportunities for Pan Am."
Unfortunately, Webber could not interview Mr. Barkle as he passed away in San Francisco on August 7, 2013. However, in his obituary from the New York Times (published 8/24/13) it was noted that he had been "responsible for accompanying VIP's and dignitaries from around the world" during his many years at Pan Am.
As noted in the previous post about the Beatles historic trip to the United States, the concepts "product placement" and "brand recognition" in the airline industry could very well have had their genesis with flight 101 from London to New York with the Beatles. Webber sums it up quite neatly:
"One can scarcely locate a single photo taken of the Beatles on the airfield in which Pan Am's aircraft and its recognizable personnel are not clearly visible. Then once inside the IAB, the Beatles' press conference was conducted in front of a wall decorated with the classic Pan Am globes visible on all sides. Even when walking, the Beatles can be seen toting clearly labeled Pan Am bags they would continue to use for the remainder of the trip; photos and news reels shot later on the trip showed the Beatles carrying newly purchased records and other bounty from America in these same bags.
"By the time the Beatles returned to England, Pan Am had temporarily renamed its aircraft with a stenciled 'Jet Clipper Beatles' in full view of the photographers and thousands of fans waiting to see them off at JFK."
Webber's full article can be seen here.
As Pan Am provided the air transportation for the Beatles and their entourage, it could fairly be said that the airline was in fact a sponsor of their trip to the United States. In all likelihood, however, at least in the airline industry at the time, providing free transportation was very likely not considered "sponsorship" in the sense it is today. And it would hardly make sense if the historic trip was called "The Pan Am/Beatles Official Inaugural Flight to the United States". Times have changed! It should be noted, however, that since Pan Am's breakthrough, other airlines began getting the message, starting with plugs during credits following TV shows where "travel arrangements provided by such and such airline" can be heard.
In another interesting story connected with this event, the daughter of Gerry Shea, the pilot of flight 101 on 7 February 1964 who sent the note to Monica Conway with a postcard autographed by the Beatles covered in the previous post, revealed that she too, was given a similar autographed postcard by her father. In an article written by Bob York that appeared in MassLive.com, Helen Shea Murphy recalls dinner the day he arrived from his trip:
"I remember my father . . . who loved to tease us . . . saying 'I had some English lads who are in a band called the Bedbugs.' Well, it took me about two seconds to scream, The Beatles! I suddenly realized that The Beatles were scheduled to be on the Ed Sullivan Show on Sunday night," she recalled. "Then my father just laughed and asked, 'What is it about this band that all the girls scream when they hear their name?'"
After Murphy was given her autographed postcard she was told she could not call her friends until after supper, something that "seemed a bit harsh at the time". After supper she did get on the phone and the word got around. Today it is "a keepsake I have to this day. That postcard made its rounds at my high school. It was hugged by many girls and even went under some pillows … it certainly has been very loved."
Murphy's father, a former Marine pilot, according to the article, was often used to pilot celebrities on Pan Am flights. Murphy was quoted as saying, "He was a very personable man. He had a great sense of humor and really enjoyed schmoozing with the passengers. When working, my father considered the plane as his living room and felt it was part of his responsibility to entertain the passengers." This is probably the reason he was selected to fly the Beatles to the United States.
The full story about Helen Shea Murphy on MassLive.com can be seen here.
Finally, on 7 February 2014, the Port of Authority of New York & New Jersey hosted an event commemorating the arrival of the Beatles at the TWA Flight Center at Kennedy Airport. The Lord Mayor Gary Millar and Deputy Mayor Wendy Simon of Liverpool, England were in attendance as well as the band "The Cavern Beatles" from Liverpool, who performed for the attendees. A commemorative plaque marking the arrival of the Beatles on Pan Am will be dedicated and installed at Kennedy Airport and a replica of the plaque was unveiled at this celebration. In attendance were members of World Wing's International, a philanthropic group of former Pan Am flight attendants. Gillian L'Eplattenier who worked flight 101 and whose recollections were featured in the previous post and Mike Webber's article, was honored by the City of Liverpool with a gift for her role on the Beatles' first flight to America. Photographs from that event are here.
In sum, the Beatles inaugural trip to the United States was a huge coup for Pan Am. Not only did the "Blue Ball" springboard into world recognition, the creative use of sponsorship to gain brand recognition and product placement had its genesis. Pan Am crafted this technique to ensure its market presence but it was not until decades later that it developed into an art by the world's airlines.
Filed under Airline History, Airlines, Entertainment, Pan Am, Travel Tagged with 707, airline name recognition, airline product placement, airline sponsorship, Beatles, Beatles Ed Sullivan Show, Beatles first trip to USA, Boeing 707, Clipper Beatles, Clipper Deviance, Gerry Shea, Jet Clipper Beatles, Kennedy Airport and Beatles, Miami, National Airlines and Beatles, Pan Am, Pan Am Blue Ball, Pan Am pilot on Beatles flight, Pan American World Airways
The Story of Snow Leopard – Part 5: A Postscript
10 February 2014 Leave a comment
Snow Leopard at Dushanbe, Tajikistan
A Postscript to the Story of Snow Leopard
Some new photographs have emerged about Tajik Air's Boeing 747SP operation told in "The Story of Snow Leopard" previously posted on this blog site. The images illustrate the spirit of cooperation between the Tajiks and the ex-Pan Am crew who were enthusiastically and selflessly working to give Tajik Air a name for itself in Central Asia. Many thanks to Purser Gunilla Crawford for providing the photographs.
The first set of images includes scenes at Dushanbe Airport with airport staff and security guards. They all were very happy to come on board the "giant" airplane and enjoy the buffet laid out for them by the flight crew. Also are pictures of TU-154s at the airport and a photo taken from Snow Leopard while flying over the Pamir mountains. There is also a photograph taken by one of the Snow Leopard pilots from the ground in Dushanbe of a mysterious flying object. They were told: "They never saw anything! No Explanation!"
The next series of images shows the level of meal service enjoyed by the First Class passengers on Snow Leopard. As the cabin crew were former Pan American World Airways pursers, the service replicated Pan Am's iconic "Seven Cart" gourmet meals.
This short-lived Boeing 747SP operation gave Tajik Civil Aviation an all too brief "shining moment" that for two short months gave Central Asia a glimpse of what could be done in commercial flight. It is gone for now, but the memories remain, thanks to the ex-Pan Am cabin crew and pilots who shared their photographs and memories to make "The Story of Snow Leopard" possible.
Filed under Airline History, Airlines, Pan Am, Tajikistan, Travel Tagged with 747SP, Boeing 747SP, dushanbe, Dushanbe Airport, Snow Leopard, Tajik Air, tajikistan
The Pan Am Series – Part XXV: The Beatles (1 of 2)
7 February 2014 10 Comments
The Beatles Arrive in New York on Pan Am!
Fifty years ago today, 7 February 1964, what has been coined the "British Invasion", began with the arrival at New York's Kennedy Airport of a British rock group, the Beatles. Much has been written and broadcast about this auspicious event. However, what should be recognized is the important role Pan American World Airways played in this trip. Most noteworthy is the fact that the Beatles were in the exclusive care of Pan Am from London Heathrow (then London Airport) up to their first news conference after arriving at Kennedy. This aspect the Beatles historic visit will be covered here.
The Flight from London
One of the unique features of working for Pan American during its heyday was, particularly for the flight crews, the opportunity to meet famous personalities in business, government and entertainment. And the one Pan American trip where that could happen frequently was the airline's daytime New York-London rotation, flights 100/101. A previous post, "The Pan Am Series – Part X", describes this flight in detail. It was the best Pan American offered in terms of aircraft and service and because of this the giants of industry, government and entertainment were regular customers.
Page from 1963 timetable showing flight 101.
Clipper Defiance – the aircraft that operated flight 101 on 7 February 1964 (photo by Lars Söderström).
One Pan Am flight attendant, Gillian Kellogg L'Eplattenier, who was working her second flight, was assigned to flight 101 on 7 February 1964. She did not know that on that day she would be flying with a very special group of passengers. She shares her experiences in a story featured in Pan American World Airways – Aviation History Through the Words of its People. Here is an excerpt:
"The Pan Am crew bus picked up twelve of us from our designated London 'layover' hotel, the Athenaeum Court, to work the scheduled Flight #101 to New York on February 7, 1964. It was anticipated as a normal day and a normal flight. However, what was not normal was to have two extra stewardesses (flight attendants, today) in our crew. But no one questioned the two extras, as this was often the luck of the draw – except for the Captain, who was briefed about our special flight.
"All of us were settled into our seats, the cockpit crew sitting forward in the bus (as they usually did), and ready for the fifty minute drive to Heathrow Airport. Just as our bus pulled out into traffic, the first officer stood up facing us with a clearly recognizable mask on his face. Was this a joke? As he sang a rather poor rendition of the song 'I Want to Hold Your Hand', he exclaimed, 'Guess who we have on board with us today?!'
"'The Beatles!' we all cried out with excitement and disbelief.
"The remainder of the bus ride was more than just exciting. Many of the stewardesses were not much older than the Beatles themselves and were reveling in the liveliness and the unusual of what was to ensue this day. Even the cockpit crew, in their dignified way, was animated. This prompted a contest as to who could remember the most songs and hits of Britain's Fabulous Four. * * *
"As our crew bus approached Heathrow Airport and our departing terminal, all around there was a fevered pitch with hundreds of people all over the place. The air was electric.
"The cockpit crew went in for their flight briefing and the rest of us went out to the aircraft to check the provisions. We also learned en route to the airport that our plane was configured differently. Usually there were only 12-18 seats in First Class with the balance in Economy. That day, however, we had (if memory serves me correctly) 36 seats. I had been assigned to work the First Class section and thought, 'Oh, my God, what an enormous number of people for whom we would have A-1 service.' I felt a bit apprehensive.
"After our purser viewed the Passenger Manifest, we learned some of our 'guests' besides, John, Paul, Ringo, and George, were John's wife, Cynthia, Brian Epstein, the group's manager, a few other Beatles' girlfriends and the remainder, important persons from the media, journalists and photographers….all together thirty-six First Class passengers.
"Before we knew it, passengers began to embark onto our 707 – only the First Class passengers, came up the stairs to the forward door while economy passengers were designated to embark only through the aft cabin door. Once our four notables and news media were seated it seemed like the balance of the trip was a seven and one-half hour un-staged play of excitement, bustling around, picture taking, laughing, talking (no singing) and trying to keep our Fabulous Four in their seats for the meal and cart services. That was a major challenge.
"One must remember that this was the Beatles first trans-Atlantic 'voyage' and they were like young guys just having a grand old time! But this was just the prelude for their appearance on the Ed Sullivan Show the next day, and following that, many years of being one of history's most popular and successful singing groups and songwriters. Our four-some were not particular to any choices of entrees, just saying, 'I'll take whatever'. The elegance we provided only mildly impressed them as it was something they were not yet used to.
"Paul was the most active of the group, not only talking to others, but also photographing passengers and crew alike, myself included. I often wish I had some of those photos…..what fun to cement a lifelong memory! John was the quietest of all while Ringo and George seemed to be enjoying themselves, moving around and talking with other passengers.
"There was literally no time for us as crew to interact with our passengers, due to the amount of service and the large number of people to serve and need to convince them to stay in their seats! Service carts and passengers in the aisle was an impossibility!
"Meanwhile, passengers in the economy section were so excited to be on board this flight and they were continuously asking the stewardesses in that section to please take their menus forward for the Beatles to autograph. The hours just flew by and the atmosphere aboard did not lose its magnetism. We were just able to finish the service, clean up, and get all carts and gear secured when we were already halfway in our descent into Kennedy Airport. Cheers were heard throughout the airplane on landing.
"Taxiing up to our gate produced another glimpse of their unprecedented popularity. We opened the cabin doors to about five thousand loud cheering fans, some screaming, sobbing and waving signs, 'We love you, Beatles'. This was truly the beginning of the 'Beatles Invasion'. And it was the unbelievable beginning to my career with Pan Am."
Unique Memorabilia
Some interesting memorabilia have emerged from that trip, including a letter from Gerry Shea, who was also working on the flight, to a friend in England:
These items are described in the Beatles Autographs Website founded and owned by Frank Caiazzo:
"Friday, February 7, 1964. It is arguably the most decisive day in the history of The Beatles. At 11:00 a.m., the group and their entourage boarded Pan Am flight 101 at London's Heathrow Airport and embarked on the trip that would change the world forever. This was their first journey to America, and they were on the way to make their groundbreaking appearances on The Ed Sullivan Show. Fading in the distance behind them was their native England, the country they had taken by storm throughout 1963.
"Through chart-topping records, television, radio and concert appearances, they had well-established themselves as the most heralded act in all of British entertainment. In just a few hours, they would arrive in the United States – America – the one domain that no British act had ever conquered. During the flight, The Beatles were virtually caught between two realms – a past that saw humble beginnings, a demanding musical apprenticeship in Liverpool and Hamburg and a meteoric rise to fame in Britain … and an unfathomable future that not even the most vocal devotees could have predicted. This was more than just a flight to New York City. This was a flight to their destiny. Once they stepped off the Pan Am . . . Clipper and onto the tarmac at JFK Airport, nothing would ever be the same again.
"It's been often said that an autograph is a moment frozen in time. If there was ever a Beatles autograph set that captured an epochal moment, this is it – a Pan Am postcard signed by all four Beatles in mid-flight just an hour before that momentous landing in New York. All have signed their full names beautifully on the reverse side of a Pan Am postcard in blue ballpoint pen. George Harrison has additionally written an inscription: 'Dear Monica Best wishes from the BEATLES'.
What is most remarkable about this signed postcard offering is the letter that accompanies it. Rarely has such impeccable provenance been provided with a Beatles autograph set. Amazingly, the note, written by a member of the flight crew (Gerry Shea), is on a sheet of Pan Am letterhead and boasts all the written pedigree that collectors dream about. It's as though Gerry knew that detailed provenance would be critically important over four decades later.
"At the top, . . . the letter [is dated] 'Friday, February 7, 1964' and . . . the time ('5:30 p.m. London time, 12:30 p.m. New York time') as well as 'Flight 101, Boeing 707'. The body of the letter reads:
"'Dear Monica,
'Good news – I have the Beatles on board and we are up in the air now about one hour away from New York. The flight has been a good one so far. We left London airport at 11 a.m. and sure enough there were hordes of screaming girls – The B's boarded safely however – They are very nice Monica, fine lads – I had a chat with each of them and told them of you – I told Paul especially that he was your favorite – They all send their greetings to you and don't be surprised if they all pop into Woolworths to see you someday – Excuse my poor writing as the air is a little rough here. I am enclosing the card they signed just for you. They said they were delighted to do it. I sure hope you are still living at this address because I would not want your autographs to get lost – The Beatles are going to be in N.Y. 10 days – They did some singing in the lounge on the plane – quite good too. I hope you, Ann, Mrs. Voss, Olive, etc. etc. are well – Please give my best wishes to all of them & to Mary White if you get to see her. Hope to be seeing all of you again at the end of the month – Both the Beatles & I send our love to you – Keep well
'Gerry Shea '
"As if this isn't enough provenance, the letterhead reads 'In Flight…Pan Am Jet Clipper', further cementing the fact that the set was signed during the flight.
"One of the most fascinating passages in Gerry's letter is one mentioning an impromptu show held by the group in the plane's lounge. One can only imagine them doing an 'unplugged' rehearsal of their Sullivan set!
"Interestingly, as Gerry was obtaining The Beatles' autographs on this postcard, the band's road manager Neil Aspinall was elsewhere in the plane busily adding his own version of their signatures to a stack of publicity photographs in an effort to fulfill what would certainly be an avalanche of autograph requests from Manhattan police and city officials. After a while, he tired of signing in full and proceeded to sign the balance of the photos in first name only.
"The postcard and letter are accompanied by the original Pan Am envelope which has been addressed to the recipient in London, Monica Conway, and is postmarked 'FEB10 '64' (mailed from Jamaica, New York – which is just next to JFK airport). * * *
"In every detail, this remarkable assemblage of items represents the calm before the storm. Even the most discerning collectors would be hard-pressed to find a Beatles autograph set with better provenance or one that captures a more important moment in The Beatles' extraordinary history. This is a truly unique opportunity to own what is one of the best-documented and historic sets of Beatles autographs ever to surface…..$35,000″
According to the website, these items have sold.
Pan Am's Marketing Coup
This trip could also represent a major airline first: Brand Recognition. The bold and prominent display of the Pan Am logo and Blue Ball throughout the event was clearly designed to gain maximum exposure for the airline and hammer out the message that it was Pan Am that brought the Beatles on their first trip to the United States. In nearly all news photographs of the event, the Pan Am logo and Blue Ball are clearly visible as well as the Beatles being seen toting clearly labeled Pan Am carrying bags. A very powerful message was put across.
The Blue Ball eventually became one of the most recognized symbols around the world, and the value of that recognition could easily be traced back to the Pan Am brain-trust who originally organized the Beatles flights. Airlines displaying their logos or symbols as a marketing tool has transcended over the years to the point where its has become an art, primarily through sponsorship, and has been perfected by Emirates Airline. At nearly every major world-wide sporting event, the name "Emirates" is strategically placed for maximum exposure. What Pan Am did during that February in 1964 was the genesis of what Emirates is doing today.
Pan American recognized the value its association with the Beatles meant to its global recognition. The two images below illustrate this. The photograph below left was taken well after the Beatles first trip to the United States. Behind John Lennon's left hand can be seen part of the word "Beatles" on the fuselage of the 707. Undoubtedly the aircraft was given the name, albeit temporarily, Clipper Beatles. Below right is another photograph taken a few years later. Looking at the nacelles of the 707, it appears to be a later version of the 707, the 707-321, as opposed to the 707-121 used in 1964.
In the next posting, the story will be told how Pan American managed to land a marketing coup that shaped its global recognition for the years to come and also how the Beatles came to fly Pan Am rather than their own national carrier, British Overseas Airways Corporation (BOAC).
Filed under Airline History, Airlines, Entertainment, Pan Am, Travel Tagged with 50th Anniversary of Beatles arrival in New York, 50th Anniversary of Beatles Arrival in USA, 707, Beatles, Beatles arriving at New York Kennedy Airport, Beatles arriving in New York, Beatles arriving in USA, Beatles in New York, Beatles on Ed Sullivan Show, Beatles start of British Invasion, Boeing, Boeing 707, boeing 707-121, British Invasion, Clipper Defiance, Ed Sullivan, Ed Sullivan Show, London Airport, New York Kennedy Airport, Pan Am, Pan Am Clipper Defiance, Pan American World Airways
1 February 2014 1 Comment
Pan American's Boeing 377 – The Stratocruiser
Boeing 377 – Clipper America (Mike Machat)
One of Pan American World Airways' most iconic airliners was Boeing 377 Stratocruiser. In the post war years and into the 1950s, it epitomized the ultimate in luxury air travel that was unparalleled at the time and probably never will be.
The Stratocruiser was developed from the C-97 Stratofreighter, a military derivative of the B-29 Superfortress. It was Boeing's first commercial transport since the Boeing 307 Stratoliner and it possessed all the speed and technical improvements available to bombers at the end of the war.
Like the C-97, the Stratocruiser was developed by grafting a large upper fuselage onto the lower fuselage and wings of the B-29, creating an "inverted-figure-8" double deck fuselage. The aircraft had four huge Pratt & Whitney 4360 radial engines with Hamilton Standard propellers.
According to Ron Davies in Pan Am – An Airline and Its Aircraft, the Stratocruiser "looked as ponderous as the Constellation looked graceful. It seemed to bore its way through the air, defying apparent theories of clean aerodynamics. It was, in fact, as fast as the Constellation, and set many point-to-point records."
R A Scholefield Photograph
From R A Scholefield Collection
Cockpit (Allan Van Wickler photo)
The Stratocruiser set a new standard for luxurious air travel with its tastefully decorated extra-wide passenger cabin and gold-appointed dressing rooms. A circular staircase led to a lower-deck beverage lounge, and flight attendants prepared hot meals for 50 to 100 people in a state-of-the-art galley. As a sleeper, the Stratocruiser was equipped with 28 upper-and-lower bunk units.
Pan American placed the first order for 20 Stratocruisers, worth $24 million, and they began service between San Francisco and Honolulu in 1949. Fifty-six Stratocruisers were built between 1947 and 1950. In addition to Pan American, the Stratocruiser was also operated by American Overseas Airlines (acquired by Pan American in 1950), United Airlines, Northwest Airlines, B.O.A.C. and others.
The Stratocruiser was most remembered for its lower-deck lounge and staterooms. It was used on Pan American's most prestigious routes and attracted the most discerning of passengers. Although its operating costs were high, they were offset by high revenue.
The Pan American Stratocruisers saw service all over the world. A "Super" Stratocruiser was deployed on the airline's most prestigious route, the New York-London flight 100/101 and was operated until replaced by the Boeing 707. The "Strat" was also deployed on the New York-Rio "President Special" service but was eventually replaced by the DC-6B, the DC-7B and the Boeing 707. The aircraft also saw extensive usage on Pan American's Pacific routes as well as the round-the-world service. The timetable images below illustrate these services:
Stratocruiser over Tower Bridge, London
Stratocruiser over Rio de Janeiro
The aircraft was also a favorite of flight crews, not the least for the fact that many celebrities were passengers. Barbara Sharfstein, a former Pan American purser who started working for the airline 1951 and stayed until 1986, when she went to United Airlines with the sale of Pan American's Pacific routes, said, in a story in Pan American World Airways – Aviation History Through the Words of its People:
"I applied and was hired as a "stewardess" by Pan American World Airways in July, 1951, one month after reaching my 21st birthday and after graduating from college. About three months later, my friend from home and school, Pat Monahan, joined me and three other new hires in a rented house one block from the Miami Airport. We started our careers flying to South America and almost all islands in between. We agreed it was the most amazing, wonderful life imaginable. The types of airplanes we crewed were: Convairs, DC4s, Constellations and our all time favorite, the Boeing- 377 Stratocruiser. * * *
"[O]ne of the most memorable times in my flying career happened on the Stratocruiser when Louis Armstrong and his band were downstairs in the lounge longing to get to their instruments. As it happened, there was a door to the cargo compartment right next to the bar. In fact, the liquor kits were kept in the same compartment as the luggage with only a mesh rope curtain separating us from what they could spot as a few of the instruments. I can only say it was fortunate for the weight and balance of the airplane that the lounge was centrally located or we might have been in trouble. Almost all the passengers were in the lounge seats or on steps. Passengers were helping me serve drinks and neither they nor I will ever forget it."
Pan American was known for many historic "firsts" in commercial flight and the Stratocruiser was no exception, albeit, in one case, in a most unusual way. On 12 October 1957, Captain Don McLennan and crew started the four engines of Clipper America for a special mission. The story follows from the Pan Am Historical Foundation's website:
"It was a charter flight for the U.S. Navy. The ultimate destination for the flight was just shy of 10,000 miles away, in the Antarctic at 77 degrees 51 minutes S,166 degrees 40 minutes E – the 6,000 ft. runway at the United States Naval Air Facility, McMurdo Sound; operations base for the Navy's Operation Deep Freeze III.
"The passengers included thirty-six Navy personnel, the U.S. Ambassador to New Zealand and a New Zealand cabinet minister, some reporters, but public attention was directed mostly towards the flights' two Pan Am stewardesses, Ruth Kelly and Pat Hepinstall. The pair were about to become the first women to travel that far south, and although the clipper would be "on the ice" for less than four hours, their arrival caused a big stir at the bottom of the world – and a great news story everywhere else. U.S. Navy Rear Admiral George J. Dufek, the polar veteran in charge of the operation had suggested that such a flight might provide a great PR coup for Pan Am. Operation Deep Freeze would be probing the mysteries of the massive Ross Ice Shelf. The Pan Am flight would mark the first commercial airline flight to the Antarctic. But the admiral was also in for a surprise.
"Three kilometers away from McMurdo was New Zealand's Scott Base, and as the social calendar was fairly wide open at both facilities, invitations were extended to the Kiwis. Many of the personnel at both bases had been there for months, while some were more recent arrivals – "summer people". But it seems the arrival of the two young women was apparently not appreciated universally.
"According to an article written by Billy-Ace Baker in the Explorer's Gazette, official publication of the Old Antarctic Explorer's Association, in 2001:
"Commenting on the report that there would be no women on the proposed Pan Am flight to McMurdo Sound, Rear Admiral Dufek said: 'If there are any hostesses they're going to be men.'
"The Admiral, before the flight anyway, was adamant about not opening the gates to other requests to accommodate women in what was – in 1957 – an exclusive male bastion. But apparently, the stewardesses' arrival created other conflicts, according to Baker:
"The summer tourists made a big fuss over the girls, but some members of the wintering-over party, who had several more months to spend on the ice, ran away and hid. If you haven't seen a woman in 12 months, it's not going to do you much good to look at one who will be gone in a couple of hours. That explains why there were only 50 men in attendance.
"During their brief stay, Kelly and Hepinstall were tasked with judging a beard contest (categories included: longest, blackest, reddest, & sexiest) and were participants in a U.S. v New Zealand dog sled race. The latter event was a failure as far as a picking a winner was concerned, as the stopwatch froze up. So did Pan Am Navigator Earl Lemon's camera, which also froze after getting one picture.
The event was commemorated in a John T. McCoy watercolor, one of his series of Historic Pan Am Firsts:
Clipper America arriving in Antarctica, 15 October 1957 (John T McCoy watercolor).
During its service for Pan American, the Stratocruiser was dressed in three liveries. The most familiar is pictured above. Below are images of the other two, the first, the original livery upon delivery and the second, the "blue ball", applied toward the end of its service.
(Van de Plas drawing)
Pan Am Sales Team at San Francisco (photo by Allan Van Wickler)
(Bill Armstrong – panamair.org)
The Stratocruiser played an important role in the phenomenal growth of commercial aviation after World War II and remained a presence on the world's prestige airline routes up to the beginning of the Jet Age. From Ron Davies:
"While the Constellation is remembered with affection as the epitome of elegance of the piston-engined era, and the DC-6B for its reliability and efficiency, the Stratocruiser was the last to be retired from the world's prestige routes when, first the turboprop Britannia, and then the Comet and the Boeing 707 jets ushered in a new era that became the Jet Age."
Filed under Airline History, Airlines, Pan Am, Travel Tagged with Antarctica, B-29, Boeing, Boeing 377, Boeing 377 Stratocruiser, Boeing 707, C-97, Clipper America, first commercial flight to Antarctica, flight 100, flight 201, jet age, PAA, Pan Am, Pan American, Pan American World Airways, prestige airline routes, Ron Davies, sleeperette seats, Stratocruiser, super stratocruiser, United Airlines


I remember many years ago sitting with my father, in his seventh year of living with Alzheimer's disease. He was confined to bed, often spent the day in a fetal position and had become nonverbal. All he was able to do was make a humming sound in reaction to my words. I would chatter away with him, hoping it was giving him some comfort and maybe, occasionally, a word or two somehow got through. I started to think of Alzheimer's disease as a heavy blanket or curtain that hung between my father and me, blocking our communication.
One day, with other family members in his hospital room, the subject turned to marriage. There was a lot of joking around and at one point I said to my father as I sat on the edge of his bed and to other members of my family, "Well one thing I know about marriage for sure. I sure don't deserve such a smart and beautiful woman as [my wife] Jill".
My father, a pretty good jokester in his earlier years, suddenly stopped humming and turned over to me and said: "No, you don't". It was a small window. The curtain parted slightly and then closed again. Two weeks later, my father died.
Years later, as I became involved with the Alzheimer Society of Canada, I discovered that other family members of people with dementia had similar experiences. I learned from researchers that these momentary episodes of clarity did happen. Then came the breakthrough. The power of music in the fight against dementia was discovered and quantified.
Since then, research has shown that musical aptitude and appreciation are two of the last remaining abilities to fade in people living with dementia. Noted neurologist Oliver Sacks offers a simple explanation that music evokes emotion and emotion can bring back memories, sometimes memories that will last for hours, maybe days.
The Alzheimer Society of Canada (ASC) has been using music therapy for years, just as many other organisations have around the world. Here's a link to a video ASC produced in 2011 when the ADI conference last came to Canada, showing the positive impact of music: https://alzheimer.ca/en/Home/We-can-help/Resources/Power-of-music.
Listening to music has, in many cases, remarkable effects on cognition, but there is also research that seems to indicate that singing along is even better: Opera Singer Turned Neuroscientist Uses Music as Medicine for Dementia, Autism, and More.
All these examples sounded familiar to me. Something happened between me and my father all those years ago to make the curtain part, just a little. If only I had known when my father was alive. In his younger years he played saxophone and clarinet in the era of big bands in the 1940s. If only I had known I could try to connect with music. What a difference it could have made.
Dale Goldhawk is an advocacy journalist, author and President and CEO of public and media relations company Goldhawk Group Canada. Dale has been Vice Chair of ADI since 2014.
For more information on the state of dementia research, read ADI's World Alzheimer Report 2018: The state of the art of dementia research: New frontiers.


text:
Rates & Schedule
Tiger Blue
The Bucket List Family on Tiger Blue
Our latest guests on board Tiger Blue were the Bucket List Family and friends, who explored the pristine waters of Raja Ampat. Take a look at some of their adventures ...
http://www.tigerblue.info/wp-content/uploads/2019/02/tiger-blue-boat-tour-g.mp4
by Tiger Blue
SUITCASE magazine in the Spice Islands
Suitcase Magazine joined us on board Tiger Blue last October as we sailed across the Banda Sea. From Maumere, Flores via the Banda Islands to Ambon in the Malukus, this trip covered some of the most remote and unchartered waters of the Indonesian archipelago. Click below to read more.
The Explorers' Expedition to West Papua aboard Tiger Blue
"After exploring the Raja Ampat islands, our team went into the heart of the second biggest forest in the world after Amazon. There, we encountered different tribes, including the Asmat people, known for their wooden sculptures. We also met the Korowais, the tree people, whose houses can be perched up to 40 metres high." - The Explorers
https://www.youtube.com/watch?time_continue=1&v=CoQKnG4BTAI
The remote Indonesian island swapped for Manhattan
Do you know that it has been 350 years since the Run - Manhattan swap in 1667?
Back in the 17th century, when nutmeg was such a valuable trading property, England and The Netherlands were literally at war with each other to be the sole conqueror of Run Island. The little island, produced the most nutmeg among the other islands in Banda. Back then, Banda Islands was the center of the world's spice trade.
Under the Treaty of Breda, The Dutch secured a worldwide monopoly on nutmeg, by offering Manhattan in return for England's giving up claim on Run island.
Now, in the 350 years anniversary of the Treaty of Breda, we want to remember the great international history, happened in this beautiful remote island, by sharing the history for the world to know.
Beside the unique history, Banda has its natural beauty to be exposed to the world. Have you ever tried diving in Banda? It's a once in a lifetime experience, not just because of the beautiful lava flow from the volcano eruption in 1988, the biodiversity of the marine life is not to be missed if you are a diving lover!
Komodo Dragon Blood : New Antibiotic?
An alternative module to the existing antibiotic for infected wounds, researchers modeled after one that occurs naturally in the blood of Komodo dragons, protecting the reptiles from infection.
https://www.researchgate.net/blog/post/komodo-dragon-blood-inspires-new-antibiotic
Is the Komodo Dragon the inspiration for King Kong?
https://www.mnn.com/earth-matters/animals/stories/surprising-facts-about-komodo-dragons
Banda night diving : the fish that hunt with flashlights
https://www.hakaimagazine.com/news/fish-hunts-flashlights-embedded-its-face/
New Policy designed to sustain marine resources
http://www.eubulletin.com/6793-leader-for-a-living-planet-our-nations-future-is-in-the-ocean.html
8 Things You Should Know About Komodo National Park
Komodo National Park, located in the centre of the Indonesian archipelago between the islands of Sumbawa and Flores, consists of three main islands: Komodo, Rinca and Padar, as well as numerous small islands. Read on to discover Komodo's highlights.
1. The Komodo Dragon
The Komodo Dragon is a living dinosaur, a magnificent, prehistoric-looking creature which has inhabited the earth for four million years. This enormous species of lizard can only be found in their natural habitat on the islands of Komodo, Rinca, Padar and Gili Motang. Reaching up to 10 feet in length and weighing more than 300 pounds, they are fine swimmers and regularly move between islands. Tiger Blue's island of choice is Rinca. Far less visited, it is well off the usual tourist route and provides an authentic adventure away from the crowds.
The Komodo Islands are also famous for other ancient indigenous species..... The flightless bird called the megapode that can be spotted in the undergrowth on your hikes, & the amazing flight of thousands of flying foxes at dusk. View this amazing natural phenomenon from the top deck of Tiger Blue.
2. Trek to Padar
The breathtaking view of Padar. Image : peekholidays.com
Komodo is great for hiking. The grassy slopes tempt you ashore. Hiking up the paths on Padar Island is invigorating but when you get up there, it's beautiful! It's like looking out over a 3D map of Komodo. Padar's peak is one of the most famous photo locations, so please expect a few people on top.
3. Big Fish
Swim with This Beauty. Image : Mark Rosenstein
For marine-life fans, Komodo National Park offers big fish! Whether snorkelling or diving at Manta Point, near Karang Makassar (Makassar Reef), you can find Manta rays, some up to 3 meters long. Other biggies are the Grey Reef Shark, White Tip Shark, Giant Trevalley, Napoleon Wrasse, and many more. If we're lucky, we can attract large pods of dolphins to ride boat's bow wave.
4. Crystal Rock
Beautiful Corals. Image : Martin Klein
Crystal Rock is underwater heaven for divers. It is an undersea mount of beautiful soft coral. At low tide its tip is exposed above water. Black Tip and White Tip sharks, Giant Trevalley, Dogtooth Tuna, Seahorse, Turtle are a few of the wide range of species found here.
5. Castle Rock
The underwater life. Image : Jeff Mullins
Castle Rock is another great dive spot, located about 300 meters from Crystal Rock. It's a great location to swim with sharks. It is not too deep, with great visibility & generally has the same marine species as Crystal Rock
6. Trekking Gili Lawa Darat
Gili Lawa Darat is one of the smaller islands within Komodo National Park. It takes approximately 40 minutes to hike its highest peak, but the view is just too great to miss. Trust us!
7. Calm Seas
The ultimate way to explore Komodo National Park is to use a phinisi liveaboard. In season, Komodo promises calm seas & mild currents......great for sailing, snorkeling and diving!
8. Your own private island
Besides the three main islands, tiny dots of land are sprinkled across the archipelago, creating the perfect backdrop for your own castaway experience. Away from it all and with no one else around, you can have your own private island! The Tiger Blue team know all the best spots and have numerous surprises up their sleeves: a parasol, a BBQ, a stunning sundowner, the perfect cocktail locations, a starlit bonfire. These are once in a lifetime experiences.
Banda, the 17th century spice trade centre
Rhun Island, the smallest island in Banda with the most nutmeg trees.
The Forgotten Island
The Banda Islands, located about 2,000km east of Java, in the Banda Sea, consist of 10 volcanic islands with jaw-dropping peaks, covered in lush green vegetation. Besides their undeniable natural beauty, the Banda Islands preserve a history which extends back hundreds of years.
In the 17th century, the Banda Islands were the world's only source of nutmeg and mace. Besides being an important ingredient in Indonesian cuisine, mace was used as a cure for bubonic plague. As a rare commodity, these spices were worth almost 300 times their original price across the international market. This highly profitable spices trade attracted the attention of colonialists including Portuguese, Dutch and British, all of whom attempted to conquer the Islands and monopolise the world's spice trade. The ultimate prize was Rhun island, a small island with the highest concentration of nutmeg trees, producing almost one third of the world's supply. At one point, the Dutch offered to trade Manhattan for Rhun Island.
In order to maintain their hold over the Banda Islands, the Dutch built Fort Nassau in 1609, as a way to control the nutmeg trade. The Fort later functioned as a military base and an administrative centre. In 1611, they built the larger, more strategic Fort Belgica, located above Fort Nassau, with the stunning background of Gunung Api. Whilst the Forts have been damaged by age, the walls are still standing, offering great historical appeal.
The Banda Islands' marine biodiversity is perhaps its most prized possession, with the fastest growing and most resilient reef on the planet. Snorkel or dive in the Banda Sea, and you'll have the chance to see myriad underwater species, from Redtooth Triggerfish, Mandarin fish and Ambon Scorpion fish to dolphins, orcas, hammerhead sharks and whales.
Part of the beauty of the Islands is their sheer remoteness from civilisation. Water transportation is the only way to get there and back - local ferries, traditional boats or phinisi yachts, like Tiger Blue.
The Explorers' Expedition to West Papua aboard Tiger Blue
Book your sea safari today!
For reservations or more information please contact your preferred travel agent or Tiger Blue's reservations team on sail@tigerblue.info / +44 (0)207 078 0295
© 2017 Tiger Blue Site design by AndD
Book yoursea safari today!
For reservations or more information please contact your preferred travel agent or Tiger Blue's reservations team on:
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text:
Hey there! I'm Evelyn !
…and I'm passionate about helping women LIVE, COOK, and WORK on their own terms.
Listen, I know what it's like to not want to work nights, weekends and holidays.
If you are anything like me, you absolutely LOVE what you do, but there is so much more to you and your life than spending all day every day in the kitchen.
After leaving my corporate career behind to go to culinary school, I knew right away that entrepreneurship was going to be the path for me, but I just didn't know how.
Everything example that I saw, was either running a restaurant (no thanks!), owning a catering company (ummm…..it's too hot in Texas to be lugging hot boxes around), being a personal chef, or a food blogger. None of those things were really appealing to me.
So after taking job after job I ventured out on my own. I started studying other industries until I found a business model that not only allowed me to work from home, but also allowed me to replace to corporate salary.
Now I'm so excited and delighted to work with women who desire the same in the Chef's Table Experience.
The Chef's Table Experience in an intimate group mastermind for women who want to create high-end culinary brands with multiple streams of income and earn money outside of the traditional kitchen.
SOME OF MY FAVS
LOVE TO EAT:
Being a midwest girl (Kansas City, MO), in a southern world (Texas), I love brisket, Tex-Mex, and foods from cultures with lots of spices! (Indian, West African, Caribbean, etc.)
IF I WASN´T A strategist..
I'd probably still be teaching cooking classes. And if I wans't doing anything related to food, I'd be a makeup influencer, quiet storm dj, or a background dancer. You know…..something simple.
On My Music Playlist
On any given day you will find a mixture of 90's neo-soul, 70's R&B classics, early 2000's hip-hop, gospel and of course The Foreign Exchange!
Random Facts about me
Before I was a chef, I was a Chemical & Environmental Engineer. I love interior design and wish I could stage houses for fun!
Professional Bio
CHEF EVELYN WILLIAMS
Evelyn began cooking when she was just 6 years old and began her first culinary business at 15. Through her career, Chef Evelyn has worked as a personal chef, caterer, cooking school manager, culinary instructor, resident chef, executive chef, pastry chef, food blogger, and brand ambassador.
She has assisted various celebrity chefs such as Oprah's Private Chef Art Smith, Martin Yan of Yan Can Cook, Food Network's Guy Fieri, and The Chew's Mario Batali. Evelyn has also cooked for Grammy Award Winner Sheryl Crow, Food Network's Giada DeLaurentis, Author & Pastor Sarah Jakes Roberts, and New York Times Best-Selling Author, Movie Producer and Mega-Church Pastor Bishop T.D. Jakes.
Evelyn is also the author of the book "A Fabulous Year in Food: 52 Delicious Ways to Connect with Family and Friends", the host of the Eat Out at Home Podcast and the creator of several web-based video series'. She also consults with women chefpreneurs who desire to build high-end culinary brand through her Chef's Table Experience Program.
Chef Evelyn is a graduate of the International Culinary Schools at the Art Institute of Dallas, where she graduated with honors in Baking & Pastry as well as Culinary Arts. She also holds a Bachelor of Science Degree in Chemical & Environmental Engineering from Tuskegee University. When Evelyn is not cooking or consulting, she spends her time teaching entrepreneurs, creatives, and influencers how to prioritize their self-care.
ELEVATE YOUR BUSINESS
Ready to Cook Outside the Lines?
Apply for the Chef's Table Experience
When you're ready to transition from Self-Employed Chef to Culinary CEO.
Enroll in the High-End Culinary Brand Masterclass
Learn How to Charge Premium Prices in your Chef Business
Watch the Chef's Table Video Series
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Join the Chefpreneur Society
Sign up for the Chefpreneur Society private email list, so that you never miss an episode of the Chef's Table. Also, as a member, you'll get early access to new programs, exclusive updates, and more!
info@ChefEvelyn.com
What taking ballet 🩰 as an adult has taught me
You may be 1 of 7 types of Chefs who *need* to tra
How luxury brands build loyal clientele
Spent some time talking about what it truly means
Don't you want to enjoy the work you do everyday
Raise your hand if you've ever done any of the f
COPYRIGHT © 2021. CHEF EVELYN | PRIVACY POLICY |


Geraint Thomas at close to $$$ is quite attractive.
Good one. So not universal, then.
A mini-surge of one low RF sale today.
Wow, 15 in one day would make me smile too.
I got 4 in today (so far), but the amounts are so low that together they could count as one low value sale - plus its a distributor.
wow...congrats everyone, hoping I will join a thread like this sometime in the next year! Well done!
I shall continue to use leaves and it's almost winter.
Three today, but still not a great month. There's always tomorrow.
Try these. No one will know.
I think John is trying to give me a rash!!
Edit...went to look up this photo and reversed the M with the W...even more amusing.
A very rare surge for me with 5 licences on 30th (I'm already at 31st here in Australia). 2 small distributors & 3 direct licences of the similar subjects for a mid $$ each.
You've given me an idea for a picture, now where's that Izal?
8 for me today. Most I knew about but a couple of surprises, too. That's probably it for the month.
3 dropped in last night for decent $$, they pretty much saved my October.
4 dropped in overnight for decent prices giving me 10 for the month. Pleased.
Four yesterday, first sales of the month. Hurrah!
Then I read the small print.
China Web Use distributor sales - total commission to me: $4.58.
More of a hmmm than a hurrah.
A surge of 1 for me.
Just a tiny bit fewer than my entire 2017.
(Rubbing hands with glee) three sales dropped in today......hope it's not done.
Whats a surge ? I want one.
Any sales I have ever had here have all come in the early hours, never UK time.


text:
Q: MySQL 1175 Error While Using Primary Keys What would cause the error 1175 that starts out with: You are using safe update mode and you tried to update a table without a WHERE that uses a KEY column.... The problem I have is that I did include a WHERE clause with key columns: WHERE a.a_id = b.b_id
a_id and b_id are the only key columns in their respective tables.
START TRANSACTION;
    UPDATE table_a a, table_b b
    SET a.update_me = b.update_from_me
WHERE a.a_id = b.b_id;
SELECT * FROM a;

What am I missing?

A: Well it's quite simple.
You have enabled the safe update mode (as the error stated). Your statement has a where clause, right. But it's interpreted as a JOIN not as a WHERE as you provide a syntax like a INNER JOIN.
Your code:
UPDATE table_a a, table_b b
SET a.update_me = b.update_from_me
WHERE a.a_id = b.b_id;

Is technically the same (and interpreted as such) as this one:
UPDATE a
FROM table_a a
INNER JOIN table_b b
        ON a.a_id = b.b_id;b_id
SET a.update_me = b.update_from_me;

Which means, there is no really WHERE. You update the whole table table_a, which is matching with the other table table_b.
If you really want to achieve this, you can disable the Safe Update Mode for this query using this code:
SET SQL_SAFE_UPDATES=0;
UPDATE table_a a, table_b b
SET a.update_me = b.update_from_me
WHERE a.a_id = b.b_id;

Anyway, your mysql server is running with mysqld --safe-updates or mysqld --i-am-a-dummy which is pretty the same option.
You can check if this is really enabled using one of the following commands:
SELECT @@SQL_SAFE_UPDATES
-- or
SHOW VARIABLES LIKE 'sql_safe_updates'

By the way, you can also try a workaround to get the update done. Safe Update Mode requires a WHERE or a LIMIT. Which will limit the impact of the Update. Another idea can be to use a pretty high LIMIT for your UPDATE.
UPDATE table_a a, table_b b
SET a.update_me = b.update_from_me
WHERE a.a_id = b.b_id
LIMIT 100000;

If the Safe Update Mode is enabled, you need to be aware of DELETE's too. They need both. A WHERE and a LIMIT. See the docs.

redpajama_set_name: RedPajamaStackExchange


text:
HP and CIBC sign $2 billion IT services deal
Ryan B. Patrick
Hewlett-Packard Co. and Toronto-based Canadian Imperial Bank of Commerce (CIBC) Tuesday announced a seven-year IT services contract valued at over $2 billion.
Under the agreement, HP will partly manage CIBC's multi-vendor IT infrastructure – desktop PCs to mission-critical systems and software – including MVS and NonStop Himalaya systems, Unix, Windows NT and IBM AS/400 midrange servers and networking gear.
HP said it will also provide related technology procurement, application support services, asset management and IT vendor management as part of its comprehensive services offering.
"HP's outsourcing agreement with CIBC is a testament to our ability to provide mission-critical, multi-platform, high-availability IT infrastructure services. Our relationship has evolved over the years to include services offerings in many of CIBC's business functions," said Ann Livermore, executive vice-president, HP Services.
Mike Woeller, senior executive vice-president and CIO, Technology and Operations CIBC, said the deal allows CIBC to focus on its core financial services business.
The outsourcing agreement reaffirms CIBC's choice of HP as its "preferred" provider of managed IT services, Woeller said, adding HP and CIBC also announced HP's acquisition of CIBC's interest in the Intria-HP joint outsourcing venture.
Established in 1998, Intria-HP provides outsourcing services to a number of Fortune 500 customers in North America, HP said, adding the acquisition of INTRIA-HP adds multi-technology skills and knowledge of financial services IT outsourcing to HP Business Services.
"By outsourcing much of its IT infrastructure…CIBC and its customers will enjoy the benefits of secure, responsive and cost-effective IT systems. In addition, other HP enterprise customers will benefit from the significant increase in skills and resources we are acquiring in INTRIA-HP," said Carly Fiorina, HP chairman and CEO said in a prepared statement.
Cisco touts new features on Catalyst 4500
Users: Networked storage still tough
Microsoft deepens partnership with OpenAI


The course aims to build on Part II Biochemistry to deepen and extend your knowledge and understanding of further specialised aspects by means of lecture courses, and to develop your research skills and knowledge of research techniques and instrumentation by means of group supervisions, colloquia, seminars, lectures and a two-term research project.
There are four main strands to the teaching: lectures, seminar series, research work and supervisions. There are no lectures or research work during the Easter Term, i.e. after the Easter Vacation: the early part of that term is available for general reading and revision.
Cell Fate: How the developmental paths of cells (from cradle to grave) are determined, regulated and manipulated. Our current biochemical understanding of stem cells, differentiation, neurodegeneration, cell death and ageing. The experimental approaches and models used to study cell fate. (12-lecture module).
Contemporary Cancer Studies: This module will look at a series of recent advances in our molecular understanding of cancer, with a combination of lectures and workshop-style discussions (7-8-workshop module).
You are welcome to attend the Part II Methods and Skills lectures as a refresher (which may also be of interest to those joining us from other Part II subjects). For example, "How to write a scientific report" and "Basic statistics".
The overall aim is to develop your understanding of scientific method and process - the development of hypotheses, the choice of experimental systems and the design of experimental tests of the hypotheses. There will be two complementary approaches: looking at deployment of methodological resources and discussion of landmark papers. The sessions will run on Tuesday afternoons throughout Michaelmas and Lent Terms.
The methodological sessions will cover choice and use of model organisms, genome projects, microarrays, proteomics, RNAi, interactomics and measurement of interactions, recombinant protein expression and imaging.
The landmark paper discussions will give you an opportunity to understand what makes brilliant science, a sense of why current knowledge has accumulated as it has, and what limitations were imposed by the available technology. Each session, led by a member of staff, is assigned a landmark paper (or small group of papers) that represents a leap forward in biochemistry. Papers may be historic, such as the proposal of the lac operon, or more recent, such as advances in stem cell technology. Groups of students will research and make presentations to the class as a whole on various aspects of the paper being considered. These will include the state of knowledge before publication of the landmark paper, and the impact of the paper on biochemistry.
There is a 17-week project during the Michaelmas and Lent Terms that may be laboratory-, literature-, or computer-based. The projects will be carried out under the supervision of a member of the teaching staff or senior research staff. The project weighting is 50% of the total marks in the examination. Throughout the project it is vital that students achieve a reasonable balance between project work and other aspects of the course. Students are of course largely responsible for policing their own work programme but Staff have been reminded of the need for students to achieve this balance and to guard against any suggestion of undue pressure. It is important that students commence the Project write-up before the end of the Lent Term. This is to avoid the erosion of revision time caused by a 'creep' of project write-up well into the Easter vacation and beyond.
Part III students are invited to the Departmental Research Day in January, when academic staff present an overview of their research to other members of the department.
There is a symposium at the start of Lent term when Part III students report on the progress of their research projects. Each student will have a total of 20 minutes (including 5 minutes for questions). All students must attend all the talks on the two days. Students are also called upon in group supervisions ( see below) to report on their research progress. At the start of Easter term students will be expected to give a final presentation summarizing their research project to their general supervision group.
Group supervisions in Part II and Part III Biochemistry are arranged by the Department. Part II and Part III students are organised into mixed groups (students and staff members from the same college will be grouped together). Each Group has a designated senior member as Leader, responsible for structuring the Group Supervisions. Groups normally meet once a week. Group supervisions are an essential part of the taught course.
Journal Clubs It is essential to acquire the ability to source, read and evaluate original papers; reliance should not be placed on review articles alone. The Journal Clubs help to develop these skills.
Reviewing particular experimental techniques or selected areas of research.
Science that affects Society. This can take the form of a supervision exercise structured and moderated by the staff members, where designated student discussants research the topic and lead off a debate. Part III students in the group is very helpful to Part II students.
Integrated scientific essay. These groups contain both Part II and Part III students, some time will be devoted to rehearsing the skills needed to tackle the Part III integrated scientific essay drawing on the overall scope of the landmark papers.
Students are expected to arrange specialist supervisions with lecturers on topics that particularly interest them. These are an important part of the course. These are usually conducted in small groups (3-5 students; larger ones may be appropriate in some situations).
At the Part III level lecturers will provide at the start of their lectures short lists of references to the relevant literature with titles. Members of the class are not necessarily expected to read all the papers included in these lists. With this in mind, the lecturers are asked to give an indication of their contents, and annotate the list to indicate which references they regard as the more important; they and everybody else in the Department are aware that the literature of Biochemistry is so large that nobody can effectively cover the whole subject. The references provided will allow individual members of the class to pursue different topics down to basic publications, and thus to read in detail about an aspect that may particularly interest them.
The talks are usually given by an outside speaker and consist of a paper on original research followed by a general discussion. Members of the Part III class are expected to attend the Departmental Seminars and are strongly encouraged to take part in the discussion.
A list of the Department Seminars is posted on the notice board each Term and on the Department web site. In addition many of the neighbouring Departments and Institutes (eg Genetics, Gurdon, Pharmacology, Pathology, PDN, Plant Sciences, Stem Cell, Zoology and slightly further at Addenbrooke's) also have seminars that may be of interest to you. A list of most Cambridge Seminars is on Talks.cam. You should aim to go to at least one seminar a week.
The School of Biological Sciences runs a number of Bioinformatics training courses.
See also the online guide to the School's bioinformatics service. There is also a bioinformatics resource at EBI with online tutorials etc.
There are many opportunities for informal discussion with members of staff - in the common room at coffee, lunch and teatime as well as after lectures or supervisions and during projects. More formally, questionnaires are provided on the various components of the course, and the responses are considered in the first instance by the Part II and Part III course subcommittee, chaired by the cpurse organsier. The staff members attach considerable importance to your views, and will take them into account as the course evolves. Student representatives will be invited to consultative meetings with this subcommittee during the year, but any immediate concerns can always be taken up with the Teaching and Examinations Secretary (examtchg@bioc.cam.ac.uk) or with the Course Organiser.
The University Careers Service will talk to the class about career opportunities, the kind of choices biochemists have made in recent years, where to look for jobs/studentships and what employers/supervisors want to see in applications. You may have attended this as a Part II student last year, but you are welcome to come again. The Careers Service provides (free) seminars and workshops on career choice, interviews, CVs, and particular career options, as well as one-to-one consultations.
The Biochemistry department postgraduate and research pages carry information about current research and post-graduate research opportunities. Students apply for such posts themselves, but members of staff will be pleased to advise.


To find hotels near Antsirabato airport, paste in search form the name of the city of (Antalaha), then select the dates of Check In and Check Out, select the number of guests and click Search.
ANM airport Antalaha transcript or ANM which airport?
The name of the airport: Antsirabato. The airport is located in the country: Madagascar. The city location of the airport in Antalaha. IATA airport code Antsirabato: ANM. The IATA airport code is a 3 letter unique identifier, assigned airports world International air transport Association (IATA). ICAO airport code Antsirabato: FMNH. The ICAO airport code is a 4 letter unique identifier that is assigned to the airports by the International civil aviation organization (ICAO).
The geographic coordinates of the airport Antsirabato.
The latitude at which the airport is located: -14.999411000000, the longitude of airport: 50.320233000000. Geographic coordinates of latitude and longitude define the position of the airport on the earth's surface. To fully define the position of the airport in three-dimensional space, we should also know the third coordinate is the height. The height of the airport above sea level is 6 meters. The airport is located in the time zone: +3.0 GMT. The airline always indicates local time of departure and arrival airport according to the time zones.


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The University of South Carolina is a place of near-constant activity. Beginning with your move-in week and culminating with commencement, the university hosts a broad spectrum of experiences that inform, educate and entertain the members of the Carolina community.
Before you hit the books, we want you to become familiar with the campus resources available to you and all of the ways that you can get involved. Welcome Week introduces you to the people, organizations and services that will make your college experience more engaging and purposeful.
New students and their families are invited to join President Harris Pastides for a ceremony that commemorates your transition as a new member of the Carolina family. The reception that follows is a great way to meet the president, university administrators and fellow students.
Also known as Celebrate Carolina, the marching band and refreshments make this a festive gathering held at the beginning of the fall semester. President Harris Pastides recognizes the contributions of students, faculty and staff during the previous year and shares his vision for the university's future.
Immerse yourself in the Carolina Community during our annual Family Weekend. Spend a few days getting to know the city and campus, meet fellow family members and students, and cheer on the Gamecocks at Williams-Brice Stadium as they take on the Missouri Tigers in an SEC matchup for the ages.
Homecoming is a special time that unifies alumni and current students. There are a variety of ways to get involved during this fun week of events, including the annual Homecoming Cup competition and the selection of our king and queen through the Homecoming Showcase.
For more than 30 years, we have honored the life of civil rights leader Martin Luther King Jr. The university celebrates his achievements and community focus with a wide-ranging week of activities, including a commemorative breakfast, a day of service, a food drive and presentation of the university's Social Justice Awards.
Commencement exercises are held in May and December each year. President Harris Pastides presides over the official ceremonies, which include Carolina's tradition of honoring each degree candidate by name.
Location: See event description for more details.


text:
a. Tornado –
A tornado is a violent, rotating storm with winds that can exceed 300 miles per hour. The product of thunderstorms and sometimes hurricanes, they can be highly destructive.
b. Tornado Watch –
A tornado watch may be issued by the National Weather Service when conditions are favorable for the formation of tornadoes. During a tornado watch, you should be alert to changing weather conditions and the possibility of a tornado warning being issued.
c. Tornado Warning –
A tornado warning may be issued by the National Weather Service when a tornado has been sighted or when radar indicates the formation of a tornado. You should immediately take cover inside a sturdy building on the lowest floor in an interior room or hallway away from windows.
· The Department of Campus Safety is responsible for notifying the campus community of this policy through the Campus Safety website (emergency.rollins.edu) and for reviewing this policy at least annually and maintaining and updating as necessary. The Department of Campus Safety maintains written documentation regarding this policy.
· The Office of Residential Life, whenever possible, is responsible for enforcing, communicating and recommending updates for the Residence Hall Tornado Safety Policies (attached.) Residential Life will alert students in residence halls of the issuance of a tornado warning and assisting them to the safest area of the building as per their internal procedures assuming it is safe to do so.
· All Department Heads, Deans, Directors and Supervisors are responsible for reviewing and enforcing this policy to those they supervise.
· All Employees and Students are responsible for familiarizing themselves with and adhering to the elements of this policy. This includes:
o Knowing what to do when a tornado watch and warning are issued
o Watch: Be alert for changing weather conditions and the possibility of tornado formation and the possibility of a tornado warning being issued
o Warning: Take cover immediately on the lowest floor inside a building in an interior room or hallway and away from windows
Tornado Watch or Warnings
a. If you are outdoors:
1. OUTREACH Siren
· The OUTREACH siren located at the South-East corner of the Cahall-Sandspur Field will be activated if the City of Winter Park believes a tornado is threatening any part of the city. This siren is tested on the first Saturday of each month at noon unless inclement weather is in the area. The siren produces an "air raid" type of wail and will sound for three full minutes in the event of an actual tornado. The siren is intended ONLY to assist in notifying persons OUTSIDE of campus buildings. You should not rely on the siren to notify you while inside. If you hear this siren any time other than the first Saturday of the month at noon, you should immediately take shelter in a building on the lowest level in an interior hallway away from windows/glass.
b. If you are indoors:
1. City of Winter Park OUTREACH emergency alert system will send a Tornado Warning alert message should city officials believe that a tornado is threatening any part of the city. OUTREACH can notify persons who are registered with the system via cell phone, home phone, text message, e-mail, etc. You should log into your Foxlink account and click on the OUTREACH link to review and update your information. If you receive a tornado warning message from OUTREACH, you should immediately seek shelter in a building on the lowest level in an interior room or hallway away from windows/glass.
2. Weather Alert Radio: Several offices on campus have weather alert radios which will activate in the event of a tornado watch or warning. Residential Life has been issued weather alert radios by the Campus Safety office for use in each campus residential facility. If you reside on campus, you are encouraged to purchase a weather radio for your room and to keep it on at all times. These radios are especially helpful when you are sleeping and may not hear other forms of notification. Additionally, the Security office monitors the weather alert radio 24 hours per day, 7 days per week.


text:
Q: Marshalling Struct vs Map in Golang Which is better in term of performance or best practice when returning result of JSON, using marshalled struct or map. I've seen some codes use map and marshal them to be returned as json, others use marshaled struct to return json response.
Example:
Use struct:
type Response struct {
    A int `json:"a"`
    B string `json:"b"`
}

r := Response{A:1,B:"1"}
resp, _ := json.Marshal(r)

Use map:
m := map[string]interface{}{
    A: 1,
    B: "1",
}
resp, _ := json.Marshal(m)

Which is better?

A: My though is that using Struct is better since the types of the fields are defined. If you use map then it's obviously you'll use map[string]interface{} since the values will vary. Using interfaces typed data will allocate heap memories. Since you're just returning response then it's better to use struct with defined types to reduce run time checking for the types. The performance difference is not significance tho.


text:
Dolphins To Release Earl Mitchell
February 16th, 2017 at 11:28am CST by Zach Links
We have another notable release in Miami. The Dolphins are cutting defensive tackle Earl Mitchell, Mike Garafolo of NFL.com tweets. Mitchell was due $4MM this upcoming season. Instead, his contract will leave just $500K in dead money.
[RELATED: Dolphins Cut Branden Albert]
Mitchell was said to have "internal support" within the Dolphins front office, but his fan club was not large enough to keep him in South Florida. After missing half the season with a calf injury, Mitchell only ended up playing one-quarter of Miami's defensive snaps. Apparently, the Dolphins feel that they can acquire defensive line depth elsewhere for cheaper.
Mitchell, 30 in September, left the Texans in free agency to sign with the Dolphins prior to the 2014 season. The defensive tackle received a four-year, $19MM deal with $8MM guaranteed, thanks in large part to his work ethic and leadership skills. In his first year as a Dolphin, Mitchell was a highly-valued sub as he notched 33 total tackles and 2.0 sacks. In the last two seasons, however, his production has noticeably dipped.
Earl Mitchell


text:
Seeds Then and Now in Tassa Ouirgane
In AGRICULTURE,Tree-planting,WOMEN'S EMPOWERMENT
By Dr. Yossef Ben-Meir
HAF President
In 1993, for the month before my traveling to live in the Tifnoute Valley just south of Mount Toubkal, I lived in a small house on the outer edge of the village of Tassa Ouirgane, just north of Toubkal. There, I learned conceptually the delicate balance in meeting developmental and environmental goals at the same time, the time consuming and sometimes tranquil obligation to fetch drinking water, and depth in faith feeling comfortable with a sense of personal purpose without knowing what it is. They were, I presume, typical initial days of one's Peace Corps Volunteer service.
Tassa Ouirgane, today, is the location where mid-teenage girls – denied middle school education for socio-cultural-economic-geographic reasons – have created a cooperative managing a fruit tree nursery that serves their region. Cruel gender norms of lifelong consequence thwarted their participation in school, and those norms and divisions have now been overcome in the economic sphere, with the girls' cultivation and ownership of thousands of little trees that will uplift the region with food and income bounty, once they sell them.
Let's help the Tassa Ouirgane cooperative plant in their nursery 40,000 walnut, carob, pomegranate, almond and fig trees in 2020. There is no travel involved, no density created; the precautions to keeping COVID 19 at bay are still in full force, as two teams of two girls in shifts and distance plant along an agricultural terrace located within their own mountain village.
In the past years, the High Atlas Foundation, with UNDP-GEF and USAID's Farmer-to-Farmer program (F2F), facilitated planning workshops with the five girls who formed their cooperative. Managerial and agricultural technical topics were covered with regular sessions. The men's village association first started the tree nursery, and handed the project to the girls, who are determined, hard-working, and now earning income. Let's further reinforce the reality that empowerment can be found in all paths. One of the girls returned to school, with the added confidence found in cooperative sisterhood.
$20,000 will plant the 40,000 fruit seeds with the girls, who will grow them into saplings and sell them to farming families in the Marrakech-Safi region. Give to a project that is all about cooperative building, gender justice, girls' education, and food security. Help this nursery born from international friendship to flourish. Former Peace Corps Volunteer and F2F Volunteer Mark Apel also helped Tassa Ouirgane know even better days, decades after his sojourn with its people.
The fund created in loving memory of Bernard Mejean supports girls' education and achieves the change that was in his heart. Established by Bernard's family, the fund provides the means for girls to stay or return to school, by promoting essential infrastructure and personal empowerment to affirm and make informed decisions. The precipitous drop in girls' participation in education between primary and middle school is knee-bending when we try to grasp the loss of people's potential, especially when we imagine the devastating feeling for the girls when they realize their formal education is over.
In the Face of Trial, Plant Trees
HAF President Is it hubris, that in the face of worry and challenge and fundamental concerns about the future, that we put aside from what we may have,…


Sign up to the January Boxercise course before 31st December 2015 to receive a FREE class pass. The class pass can be used at any Pay As You Go Class (Insanity, Zumba, Aerobics) and has a 12 week expiry but can be mixed and matched among the classes). Offer subject to availability.
A great low impact class for beginners and over 50's. The perfect way to help increase fitness, muscle tone and flexibility. Alternative exercises can be given including sitting or standing variations. Classes are £5 pay as you go or £40 for a 10 class pass (12 week expiry). No need to book. No classes on Tuesdays 22nd and 29th December 2015, class returns on 5th January 2016.
Four week course starts Sat 9th January - 30th January, 10:30am-12pm at Epiphany School, BH9 3PE, £27. Please email to book - ONLY 6 PLACES LEFT!
Every Tuesday 8:15pm-8:45pm (30 minutes) Muscliff Primary School, Broadway Lane, BH8 0AB. £3 per class. No classes on Tuesday's throughout December, class will restart on 5th January 2016.
Every Wednesday 7:35pm-8:25pm (50 minutes) Epiphany Primary School, Shillingstone Drive, BH9 3PE. £5 per class. No classes on Wednesday's 23rd and 30th December 2015, class will return on 6th January 2016.
Every Thursday 6:15pm-6:45pm (30 minutes) Winton Primary School, Oswald Road, BH9 2TG. £3 per class. No classes on Thursday's 24th and 31st December 2015, class will return on 7th January 2016.
4th January - 1st February, 6:30pm-7:20pm, five weeks is £25 Epiphany Primary School, Muscliff, BH9 3PE - ONLY 3 PLACES LEFT!
8 Week Course starts Wednesday 6th January - 9th March (no classes on 3rd or 10th February), 6:30pm-7:30pm, Epiphany Primary School, Muscliff, BH9 3PE, £40 - ONLY 1 PLACES LEFT!
No classes on Monday's 21st, 28th December 2015, class will return on 4th January 2016.
Wednesdays 11am-11:50am at The Shack at Muscliff Community Centre, Shillingstone Drive, BH9 3LR. No classes throughout December 2015, classes will return in 2016 (most likely February).