09 November 2008

Barbara Graham Mysteries

Barbara Graham was born in 1923 in Oakland, California. She had a difficult and miserable childhood (a familiar story?) Her mother was sent to a reformatory when she was only two years old and thus Barbara was raised by neighbours and got little education.

As a teenager, she was promiscuous and in trouble with the law. She was sent to the reformatory where her mother had also been an inmate. She was released in 1939 and tried to make a new start for herself. She got married and enrolled in a business college and soon had her first child. The marriage was not a success and by 1941 she was divorced.



Barbara liked nice things and also, perhaps surprisingly was said to enjoy classical music, but she also liked gambling and drugs. She was jailed for two months in San Diego for "lewd and disorderly conduct." She married again but this marriage lasted only a few months. In 1944, she served a jail term for prostitution. Her friends were mainly criminals who were involved in prostitution and gambling.

Life was steadily going down hill for Barbara - she had a job as a waitress in a cocktail bar but soon went back to prostitution to earn a living. In another attempt to live a decent life, she worked for a while as a nurse in Nevada. She married for the third time in 1951 but this didn't last and in 1953 she met and married Henry Graham. She had another child by Graham, her third, a boy called Tommy, who was two years old at the time of his mother's execution.

Graham involved Barbara with his criminal friends. She met Emmet Perkins and Jack Santo through her husband. They were involved in various nefarious activities. She had an affair with Perkins and agreed to help him rob an elderly widow called Mrs. Mabel Monahan who was thought to keep large sums of money and jewellery in her house. Perkins, Santo, Barbara and a fourth gang member called John True went to the old lady's house and demanded she hand it over to them. She either wouldn't or couldn't. So according to True, Barbara lost patience and began to pistol whip the old lady and then suffocated her with a pillow.

Barbara, Perkins and Santo were soon arrested. True gave evidence against them in return for immunity from prosecution, and they were all three convicted and sentenced to death. There is much disagreement as to whether Barbara was innocent or guilty or partially guilty by virtue of being involved in the murder. She did herself no favours in prison on remand by trying to bribe a fellow "inmate" to give her an alibi. The inmate was a "plant" - a policewoman. Barbara also tried to bribe another policeman to say she was with him on the night of the murder. This destroyed her credibility in court. When questioned about this at the trial, she said "Oh, have you ever been desperate? Do you know what it means not to know what to do?"

Inevitably the jury found all three guilty and they were sentenced to death.

Barbara was sent to the California Institute for Women at Corona from where she would be driven to St. Quentin to spend her final hours. The California state gas chamber is housed within St. Quentin and is a steel capsule painted pale green and containing two perforated metal chairs for the condemned.

Her execution was originally scheduled for 10.00 a.m. on the 3rd of June 1955. She prepared herself and dressed in a beige wool suit and brown pumps. Her initial execution time was stayed until 10.45. At 10.43, she was being prepared when a second stay was granted - this time until 11.30 a.m. Barbara was very upset by these stays - she had prepared herself and could not understand "why do they torture me? I was ready to go at 10.00." At 11.28 a.m., the execution finally got under way. Barbara was led from the holding cell blindfolded and strapped into one of the two chairs in the gas chamber. She had requested the blindfold so she wouldn't have to see the witnesses. "In a situation like this you don't moan, you don't beg you don't plead - you try to be a woman" she was quoted as saying .Joe Feretti was in charge of Barbara's execution and it was his job to strap her into the chair. Once she was secure he said to her, "Now take a deep breath and it won't bother you" to which Barbara retorted, "How in the hell would you know?" She died easily unlike some gas chamber victims. Later that day, the two men were executed.

Barbara got lots of media attention and was dubbed "Bloody Babs" by the press. Whether she was really was we will never know.
She never showed any remorse for the old lady's death and was hardly most people’s idea of a "nice girl," but many still believe she was framed for a crime which she didn't commit.
Two films were made about her both called "I want to live." One starred Susan Hayward (see picture) and the other starred Lindsey Wagner and both are very moving. Interestingly when Barbara was interviewed on death row, she told the reporter, "If I have to spend the rest of my life in prison - if I have to serve more than seven years - I want it the way it is. I'll take the gas chamber. Maybe that will be better for my kids" (of which she had three).
Barbara described herself as "paying for a life of little sins." Only one more woman was to go to California's gas chamber (Elizabeth Ann Duncan in 1962). Barbara was the third woman to be executed in California this century and one of nine prisoners to go to the gas chamber there in 1955.

In Britain 6 weeks later, another attractive young mother was executed amongst similar media attention - Ruth Ellis.

Conclusion.
Barbara's case is yet another of those difficult cases of what in Britain was known as common purpose. A group of people go out to commit a crime (a serious crime in this case) and as a result, their victim is brutally murdered.
All individually deny their guilt and blame the others but who is telling the truth? It may well be that Barbara did not pistol whip and suffocate Mrs. Mahon but one or more of the group did. Should we deem them all to be guilty and thus give them the same sentence, as they were all present and involved with the crime? The law in most countries has always argued that we should.
Remember, two of the men involved also went to the gas chamber on the same day as Barbara for their part in the crime.
Had Barbara not been an attractive woman and a young mother the case would have been soon forgotten, as she was, there was intense media and therefore public interest in her fate. Opinions tend to become polarised and to this day there are those who maintain her innocence.

Common purpose has always made hard law but what is the answer? It is often impossible to say who struck the fatal blow - should the court, therefore, not convict any of them for murder or should it convict all of them?

Very few of the respondents to my survey feel that women should be treated more leniently in respect of the death penalty and it is difficult to see in the pursuit of justice any sensible reason why they should be, at least in theory. And yet there is a natural repugnance at the execution of (attractive) women. It is notable that there was huge interest in and protests over the execution of Karla Faye Tucker in Texas in 1998 who was attractive, whilst hardly any interest in the execution of Judias Beunoano a month later, who was 54 and unattractive. But that is the way of the world it seems.

Barbara Graham MYSTERIES

Barbara was always a daydreamer. Her early literary efforts centered around her saving the world. Thank goodness it didn't all fall on her shoulders. She's a bit of a flake.

Born in the Texas Panhandle and unable to remain still, she has lived in places as diverse as Denver, New Orleans and East Tennessee. A former travel agent, mom, and ballet teacher, she resides in Wyoming with her long suffering husband and two dogs.


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16 September 2008

Top Mileage Trucks

Sport utility drivers aren’t the only guys getting squeezed by gas prices. Pickup owners are feeling it too. However, unlike the families abandoning their rigs for crossovers or cars, truck guys are a hardier bunch. It’s going to take more than $4 or even $5 gas for them to cut and run.

That doesn’t mean the pickup segment is going to stand still and resist evolution either. The near-term is probably going to see smaller, more fuel-efficient rigs take the road. Consider Toyota’s A-BAT hybrid concept, for example.



So that might be the future, but what about now? Here are '08/'09-model trucks with reasonably good mileage for their class. Think of these as mileage trucks: They’re pickups for guys who want the image (or actually have a need for one) without going broke on fill-ups. For each, the listed EPA city/highway/combined figures reflect the most fuel-efficient engine/drivetrain combo available. Likewise, rank is based on combined mileage; ties are broken by driving characteristics. The finalists, and their placements, may surprise you, so read on for the best mileage trucks on the road today.

Ford F-150 (2WD)

MPG city/highway/combined: 14/20/16

2009 ushers in a new F-150 (and you’d better believe some prayers are being uttered in Dearborn), but since neither a tester nor EPA mileage figures were available, the outgoing ’08 sneaks onto the mileage truck countdown. And it’s not like the outgoing model is flawed. This is Ford’s moneymaker, after all, and it’s available in enough configurations to please blue- and white-collar owners alike. If you want it as a mileage truck, the best you can do (relatively speaking) is to stick with the 4.2-liter V6, with rear-wheel drive only.

Dodge Ram 1500 (2WD)

MPG city/highway/combined: 16/19/17


Like the rival F-150, Dodge’s Ram is a newbie for 2009; and again, specs and an example were just out of reach. So, based on first looks, its status as a mileage truck will likely stay in place. The outgoing Ram 1500 makes do with the corporate 3.7-liter V6 that lacks the rumble of the optional 5.7-liter Hemi V8, but makes up for it with reasonable smoothness and efficiency, most effectively in two-wheel drive spec. 

Honda Ridgeline (4WD)

MPG city/highway/combined: 15/20/17


It’s been called the Honda Brokeback, but the 3.5-liter V6 Ridgeline really is a credible pickup that suits most owners’ needs just fine. Just don’t play too rough and you’ll never know the difference. Contrary to popular belief, it does have a conventional ladder frame, though it is mated to the unibody chassis. The latter car-like feature is complemented by an independent rear suspension, greatly improving ride quality -- even for a four-wheel drive. Its payload and towing capacity fall short of some rivals, but unless you need the brawn daily, the Ridgeline is a mileage truck you won’t wish you knew how to quit.

Toyota Tundra (2WD)

MPG city/highway/combined: 15/19/17


You’re forgiven if you thought the original Toyota Tundra was an overambitious reach, so long as you admit you were dead wrong. Just as Toyota once proved they could be a serious automaker, they’ve proved that they can build full-size trucks too. As a mileage truck, the 4x2, 4.0-liter V6 Tundra does well too. In case you’ve yet to sample the Tundra, think of it this way: Take the toughness of the smaller Tacoma, stretch the dimensions and butch up the look a little. Inside, it may look as ho-hum as a Camry, but fit and finish rival the car.

Dodge Dakota (2WD)

MPG city/highway/combined: 16/20/18


The Dodge Dakota, was an intentional odd duck when it was first launched as a mid-size pickup, which in turn launched today’s segment. More recently, it’s been overlooked by some in favor of the Ram. However, with EPA numbers becoming as important as the sticker price, the Dakota suddenly shines again. Truth is that it’s been a pretty decent rig all the while. As a mileage truck, order your Dakota in two-wheel drive and stick with the standard 3.7-liter V6. Also, the standard mill in the bigger Ram 1500, the V6 doesn’t have to work so hard and returns better mileage in the Dakota. 

Chevrolet Colorado (2WD)

MPG city/highway/combined: 18/24/20


Chevy not only did us all a huge favor by mercy-killing the archaic S-10 a few years back, they also replaced it with the Colorado, which is simply better in every way, even with its standard 2.9-liter four-cylinder. Like the Dodge Dakota just discussed, many Chevy buyers walked right by the Colorado in favor of the Silverado, and that's too bad. For serious duty, the big guy works great, however, for everyday driving as a mileage truck, the two-wheel drive Colorado serves up respectable mileage and is far easier to navigate in urban environs.

Nissan Frontier (2WD)

MPG city/highway/combined: 19/23/21


Standard-model trucks sometimes have to wear lighter-duty components than their up-level brethren. There’s not such a big discrepancy with the Nissan Frontier, our No. 4 mileage truck. If you’re at all familiar with Nissan SUVs, you know they come mushy (Armada) and hardcore (Xterra). The same can’t be said for the truck line, including the mid-size, yet fully capable, Frontier. Even with the standard 2.5-liter 4-cylinder and two-wheel drive, it handles typical on- and off-road situations with ease. In fact, the Frontier actually feels somewhat planted in cornering, as an added bonus.

Chevrolet Silverado Hybrid (2WD)

MPG city/highway/combined: 21/22/21


Diehard pickup fans haven’t exactly embraced the notion of a hybrid in their ranks. It’s like truck-stop sushi: it doesn’t belong, and you definitely don’t want to try it. Well, Chevy quietly served up a few last-generation Silverados that way; and for 2009, they’re hoping the regulars will order it off the mileage truck menu. Having driven the predecessor, we can attest that loyalists won’t have to make radical adjustments to own the new 6.0-liter V8 hybrid. The biggest difference is the time saved by fewer fill-ups of the prodigious tank.

Toyota Tacoma

MPG city/highway/combined: 20/26/22 


As a descendant of one of the first compact trucks, it’s no surprise the now mid-size Toyota Tacoma benefits from the experience. As a result, it works well both as a mileage truck and an everyday vehicle. Toyota is one of few automakers who can adequately motivate mass with four cylinders, and the Tacoma does just fine with its standard 2.7-liter. Unless you really need the room or capabilities of the bigger Tundra, the Tacoma will shine. It may be No. 2 in terms of mileage, but consider the legendary Toyota quality and toughness, and you have a mileage truck that can’t be beat.

Ford Ranger

MPG city/highway/combined: 21/26/23


If you’re wondering, “Hey, didn’t Bill Ford learn to drive stick with a Ranger?” you wouldn’t be far off. The evergreen pickup is long in the tooth, but as a mileage truck, it’s as strong as ever. Gas mileage and cheap prices keep the Ranger popular, not only with commercial clients, but with dedicated consumers as well. That could explain why it’s been granted a stay of execution from 2009 to 2011. Perhaps the only truck to feel broken in right off the lot, it’s nevertheless the best mileage truck you can buy.

Resources:

http://autos.aol.com, www.fueleconomy.gov, www.fordvehicles.com, www.automobilemag.com, http://automobiles.honda.com, www.dodge.com, www.toyota.com, www.chevrolet.com, www.nissanusa.com, www.pickuptrucks.com


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08 September 2008

Top Review BMW M3

BMW’s done it again: We’re beginning to wonder when they’re ever going to do something wrong? While die-hard M-sport fans have been salivating at the bit for the Bavarian giant to come up with a brand-spanking-new model for them to push to the limits, BMW has been quietly contemplating the means by which they could improve upon such a legendary ride and make it even more desirable. After seeing the same M3's square, sporty face on the roads for eight years, it’s with open arms that we welcome the 2008 M3’s savage new looks, along with a whole new attitude that could take some getting used to.



After a week behind the wheel of this brand new Bavarian beast we’re hard-pressed to find a fault with this powerful machine, and perhaps that’s what the M3 is really all about: perfect from wheel to wheel, nose to tail and overall experience.

Understated attitude

At first glance, you might think that the M3 looks like any other 3-Series on the road today. However, upon closer inspection it’s quite clear that this ride is a step above the rest. With a stance that might make some unsuspecting motorists quiver in their "unbolstered" seats, the BMW M3 has a wide wheel base that carries the car sturdily through rough cornering and ensures that you always look poised and ready to pounce. The slight bulge on the hood isn’t the M3’s beer belly, but more like an eight-pack of power lurking just below. While the menacing look might not be to everyone’s liking, it definitely gives the M3 presence on the road, on top of the reputation it already totes with that ever-elusive M badge.

Motorsport heritage

Some 22 years ago, BMW first sported the M-sport coloring along with the M-sport technology, and since then it’s only gotten better. Powered by a simple 2.3-liter, 4-cylinder engine, the first M of 1986 kicked out only 192 horsepower -- peanuts in today’s standards. However, at the time the M-sport E30 took the world of rally, DTM and Australian touring car racing by storm. And the rest, as they say, is history; a history filled with racing victories and road warrior status that has managed to live on for just over two decades. And while the brand new 2008 model may have a shiny new exterior, softer, curvier lines and perhaps a more muted performance-car ego, it doesn’t detract from the heritage it carries on all four wheels at all times. The M3 is a performance motor car through and through, and no amount of styling and modern looks is ever going to change that -- and we love BMW for keeping that heritage alive.

Begs to be driven

Equipped with a six-speed manual transmission, the new BMW M3 literally begs on bended knees to be driven, and driven well. From the moment you grip the sculpted shift knob and press down on the perfectly placed clutch pedal, this M3 pleads to be pushed. With a responsive throttle and short shifts for super-smooth gear changes and rapid response time from the roaring engine, driving the M3 becomes a symphony of well-choreographed movements and engine sounds. Outfitted with a lightweight, ventilated clutch, this M3 is built for speed, but not in such a way as to make daily driving uncomfortable. It’s not that you have to drive the M3 like you’re on a race track everyday, but more that you want to drive it that way, and when you do it responds like a well-trained Labrador.

Classic yet improved interior

Stepping from a third-generation M3 into a brand new model may have you doing a double take to make sure you’ve stepped into the right car. What makes BMW so unique in the car industry is that they aren’t afraid to maintain stylized looks and designs. While they are continually improving on their previous models, they aren’t going so far away from the original that you don’t know what you’re dealing with. The placement and shape of the middle console mirrors that of the previous E46 model, but with a modern touch -- most noticeably the well-integrated onboard computer screen housed within the dash. Instead of wowing its potential clients and already loyal followers with gadgets and eye candy, BMW gets to the heart of the matter and provides its drivers and passengers with functional dashes and consoles that don’t hamper the driver's experience, yet still provides everyone with the luxury expected from a BMW.

iDrive not so irritating

Alright, we hate to admit it, but we actually liked using iDrive in this BMW. Maybe because we didn’t really want to explore it too much as we were too busy pushing the M3 to its limits on the road, but somehow our stress level didn’t rise the moment we touched the little knobby thing behind the shifter. True, we really only cared about one menu list: the M-sport components. With the ability to change the performance of your vehicle (via tighter suspension, more stability control, quicker throttle response, and faster-responding breaks) you can truly make the M3 your own. And once you’ve selected your preferred performance settings, you can save said settings and recall them with a simple touch of the Mdrive button located on the steering wheel -- thus avoiding the iDrive system all together. Perhaps that’s why we liked it so much this time.

Aural symphony

While we will get to the drive experience soon enough, it’s important to mention that the exhaust note of the M3 adds that much more to the overall driver experience. Outfitted with quad tailpipes, the new M3 expels a sound that could easily be compared to an African Serengeti lion in heat -- and believe us, you’ll be just as excited once you hear it. Enough to make you weak in the knees, you’ll be pushing the rev limiter just to feel the hairs on the back of your neck and arms rise to full attention as the tailpipes bark from behind. Far from the tinny, fake exhaust notes of some European “sports” cars on the road today, the new M3 is pure, unadulterated high performance expelled in deep, guttural notes from the rear end. And you thought the back-end could be any more alluring.

It's a European muscle car

When we start to talk V6s and V8s, it’s usually in the context of American muscle cars or at least American-muscle-car wannabes. However, this time we’re talking about a Bavarian-born beauty that’s got just as much muscle as his redneck neighbor, if not more thanks to his refined mechanics. Now, for all you muscle car buffs out there, don’t get your overalls in a twist; we’re not saying the BMW M3 is leagues better than a ‘Cuda or an old IROC-Z. What we are saying, however, is that the M3 has taken a muscle car approach and put a European touch of class on top to produce the ultimate driving machine that is both refined and savage all at once. Forget turbos and superchargers, this German ride gets all its guts and glory from an eight-cylinder engine that’s precisely tuned to produce optimal results every time you touch the gas pedal.

Street icon

While some sports cars on the road today boast their prestige and power with oversize wings, flared-out wheel fenders, oversize rims, and exaggerated front lips and side skirts, the M3 prefers a more subtle approach. Despite its understated styling, it still gets a great deal of attention on the road. Perhaps it has something to do with the den of lions residing in its tailpipes, or perhaps BMW really has designed something spectacular, ensuring that all light plays perfectly off the chromed side gills to catch the attention of any bystander wondering past. There’s something to be said for a sports car that still carries as much prestige as it did 20-odd years ago when it was first introduced. This isn’t a sports car that screams to be noticed in any way, but somehow the spotlight follows the M3 wherever it journeys -- and it handles the attention like a star.

Oh, the power

Now, it seems that manufacturers have reached a point in their designs and engineering that call for nothing more then power, all the time. At times it seems that all else is sacrificed -- exterior design, handling, interior looks -- just so they can market a certain model with a certain number of horses. It would seem that the new benchmark has reached the 400-horse level. Whereas a few years ago we were gawking at 200-plus horsepower and wondering how street cars could get any faster, we’re now breaking the 400 mark, and it’s about time. The new BMW M3 is no exception, and with 414 horses in the stable and 295 lb.-ft of torque, the M3 (‘scuse our French) hauls ass. And with the torque-sensitive M-differential lock, you’re sure to stay glued to the road no matter what the conditions.

M

It’s hard to quantify the value of the M badge for BMW. It has continued to bring an already successful company to the top of its game, model year after model year. Here is a logo that signifies not just a model, but a way of life and a way of driving your vehicle that sets you apart in a league all your own. For those who are willing to dish out the extra dollars to sport this badge it’s highly unlikely you’ll be disappointed at the lightness of your wallet -- in fact, you might appreciate it as it will make the vehicle perform that much better, less weight and all.

BMW continues to produce top-performing vehicles for the everyday driver. And while the new M3 may be a bit sportier then the rest, it’s still an excellent choice for someone who wants a daily cruiser that can cut loose and have a good time as soon as the workday is over; and trust us, the M3 is not afraid to get down and dirty.

Resources: Wikipedia.org | Autos.AOL.com | BMW.ca | BMWusa.com


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Keeley Hazell Pictures


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22 August 2008

Tailor James Pictures


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5 Things You Didn't Know about Playboy

The emergence -- and instant success -- of Playboy magazine in 1953 was no accident: Its timing was perfect, arriving primed and ready on the porch just as the morning newspaper had for decades before. The Victorian era ended with the First World War, which was followed by global economic collapse and then the Second World War. Men emerged from these times utterly disillusioned and ready to reject the role of breadwinner, to renounce that responsibility and assume a leisure consumerism.

But consumerism -- shopping for yourself, indulging in that kind of vanity -- was at the time reserved largely for women, and decidedly effeminate for men. It was not the lifestyle associated with the strong heterosexual male. However, anyone who reads Playboy’s first issue can very easily hear Hugh Hefner’s staunch defense of this emerging lifestyle:

“We don’t mind telling you in advance -- we plan on spending most of our time inside. We like our apartment…. We enjoy mixing up cocktails and an hors d’oeuvre or two, putting a little mood music on the phonograph and inviting in a female acquaintance for a quiet discussion on Picasso, Nietzche, jazz, sex.”

With that mission statement in mind, here are five things you didn’t know about Playboy, the magazine that helped to launch a revolution.

1- Playboy wasn’t originally called Playboy

What we know as Playboy today came very close to being known as Stag Party, which perhaps only seems awful in posterity. Hefner’s preferred title was stifled by another magazine, an outdoor rag called Stag, which threatened him with legal action if he went ahead with that title.

The name Playboy came at the suggestion of Hefner’s associate Eldon Sellers, whose mother had previously been employed at the then-defunct Playboy Automotive Company.

2- Playboy hosted TV’s first desegregated program

Playboy’s Penthouse premiered in late October 1959 and it served a few purposes -- among them it was hoped that the show would introduce Hefner to a wider audience and eliminate any notion that he was little more than a perverted smut peddler. Granted, he was not the most engaging host, but he did explain the format on air to comedian Lenny Bruce, saying, “We're trying to build the personality of the show out of the magazine itself and make the thing a sort of sophisticated weekly get-together of the people that we dig and the people who dig us.”

To that end, Hefner featured blacks and whites “partying” together, becoming the first nationally televised show to do so. Playboy’s Penthouse featured such acts as Ella Fitzgerald, Nat "King" Cole and Sarah Vaughn.

3- The Playboy rabbit head is hidden on almost every cover

The tradition of concealing Playboy’s rabbit head logo on the magazine’s cover began in the 1960s as nothing more than “a lighthearted way to challenge readers.” By the mid-1970s, Playboy’s headquarters were inundated with so many requests from bewildered readers who searched and searched but could not find it that the editors began offering hints on where to find him on the contents page. But even before the popular draw of the rabbit head, Playboy’s mascot was so recognizable that a reader was able to address a letter to Playboy’s headquarters by simply drawing the mascot on the envelope.

4- Playboy’s financial empire was built on clubs and casinos, not magazine nudes

There is no doubting the success of the magazine; the first issue sold out quickly, and the company was doing well enough in the following years to launch a short-lived television show. However, no other business venture brought the company the kind of exorbitant income the way its Playboy clubs and casinos did during the 1960s. For Playboy, they were an unprecedented revenue juggernaut.

Hefner’s format for the club was, in short, a copycat of Chicago’s Gaslight Club, which Playboy had featured in a 1959 issue; members owned “keys” that gave them exclusive access to the clubs, where attractive, scantily clad women served drinks. The feature was such a hit that Hefner and partner Victor Lownes decided to open their own based on the ”Playboy” lifestyle. Being a member was a status symbol; in fact, although membership fees were $50 for locals and $25 for out-of-towners, it is estimated that only a small percentage of those members ever even entered a club. By the end of 1961, 132,000 members passed through its doors, making it, at the time, the busiest nightclub in the world.

By the end of 1961, clubs had opened in New Orleans and Miami (ultimately about 40 would open worldwide), and in that first year alone those clubs garnered the company an astonishing $4.5 million in gross profits. The expansion into England, where the clubs were also casinos, earned Playboy more money than any other venture, before or since.

5- Playboy’s iconic logo was created in half an hour

All things considered, Playboy’s beginnings are extremely modest. The first issue was written almost entirely by Hefner in his Hyde Park, Chicago kitchen. Seeking a mascot of sorts, he envisioned a rabbit because of its “humorous sexual connotation” and its “frisky and playful” image. The tuxedo was added for sophistication.

Additionally, he choose a rabbit as a means of standing apart from Esquire and The New Yorker, which used men as symbols. According to Art Paul, Playboy’s first art director and the man who drew the logo, “If I had any idea how important that little rabbit was going to be, I probably would have redrawn him a dozen times to make certain I was doing him justice. … As it was, I did one drawing and that was it. I probably spent all of half an hour on it."

Playboy has been withstanding competition since its inception. By 1957, the magazine was already claiming to be “the most imitated magazine in America,” and for good reason, staving off the likes of Gent, The Dude, Escapade, Nugget, Rogue, and Hi Life, for starters. By the 1960s and 1970s, and with relaxed indecency laws, it faced off with Penthouse and Hustler, and much later, Maxim and FHM. Even in the face of the Internet, it has managed, though not without stumbling, to hold its place as the pinnacle among men’s magazine, if for no other reason because of its status as the first -- and the best -- of its kind.

Hefner is in his twilight years and, although plenty has been written about him, his true legacy and an untold number of secrets that are just aching to see print have yet to be fully explored.

Resources:
http://en.wikipedia.org
www.tvparty.com
www.playboy.com
www.explayboybunnies.com
www.chicagobarproject.com


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Leryn Franco Biography

Leryn Dahiana Franco Stenery was born on March 1, 1982, in Asunción, Panama. Because of her natural beauty and her inclination toward athletics, she decided to put both interests to good use by pursuing a sporting career and seeking out modeling experience at the same time. On the sporting side of things, Leryn Franco first gained attention in athletics by competing nationally in the javelin throw and the triple jump in 1998.

As a participant in the under-17 group, Leryn Franco surpassed all expectations by breaking national records in each sport, proving that her athletic abilities should be taken seriously. Leryn Franco eventually chose the javelin throw as her area of expertise, winning a pair of bronze medals in 1999 and 2000 at the South American Junior Championships before walking away with top honors at the 2001 event. Three years later, she won the national championship in the under-23 age group, showing that she had the chops to win at a national level and compete higher on an international scale.



leryn franco at 2004 summer olympics

Leryn Franco's strong showing at the national championship, coupled with her appearance at the 2003 Pan Am Games, gave her a taste of intense national and international competition. It was now time for her to perform on the grandest stage of all at the Olympics and, in 2004, she was off to Athens to do just that. Competing in the javelin throw, Leryn Franco threw her javelin only 50.37 meters, which placed her at a disappointing No. 42 at the end of competition.


Despite not having achieved the success she wanted in her first Olympic go-around, Leryn Franco continued to practice her favorite sport and devoted some of her free time to modeling. In 2006, she entered a pair of beauty competitions -- the Miss Bikini Universe Pageant and the Miss Paraguay Pageant -- where she finished in second place. At this point, Leryn was content with her modeling accomplishments but was also aching for more Olympic action.

leryn franco at the 2008 summer olympics

In 2007, Leryn Franco continued her modeling career by appearing in her very own calendar -- another first for her -- that came from the gifted lens of reputed photographer Martin Crespo. Although it was a success, Leryn Franco was eager for more javelin and, with the help of hefty sponsorships, she got another chance to compete in the Olympics, this time at the 2008 Summer Games in Beijing. Even though Leryn Franco won another shot at an Olympic medal and also gained notoriety through her participation in the opening ceremonies, it was all for naught, as she finished second-to-last at the Games.

While Leryn Franco may not have enjoyed the kind of Olympics success that she wanted, she has still earned the chance to represent her country twice at the biggest javelin competition in the world. She's also forged a successful path in modeling that promises to be brighter and racier in the near future. Word on the street is that her 2009 calendar will feature some particularly revealing photos that will likely make it a top-seller. Whether or not she participates in any future Olympics remains to be seen, but for now, Leryn Franco has her choice of picking up the javelin again or continuing with modeling.


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