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How Americans Met the First Great Gasoline Crisis—Nearly Forty Years Ago
October/November 1979
According to the members of the blueribbon committee, the situation was desperate. Their report, released to the Washington press corps, had been blunt, unsparing, and apocalyptic. "We find the existing situation to be so dangerous," it warned, "that unless corrective measures are taken immediately this country will face both a military and civilian collapse." The committee proposed to counter the dire threat by the imposition of nationwide gasoline rationing.
Such a report may be easily imagined in one of the future-crisis scenarios currently making the rounds in the White House or the Department of Energy. In fact, however, it was issued on September 10,1942, with the United States nine months into World War II, and it triggered the nation's first—and, thus far, only—encounter with the full-fledged rationing of gasoline. How the American people coped with so traumatic an experience may be instructive.
To be sure, the lessons of history need to be used with caution. The situation in the early 1940's was very different from what we are told may confront us in the early 1980's. We were then at war, united against a common enemy. We were then not hostage to foreign sources for petroleum. Indeed, in 1942, for much of the country at least, there was not even a gasoline shortage. Yet if the origins of wartime gas rationing have little in common with one of these alarming future scenarios, the actual rationing experiences of 1942 to 1945 may offer certain lessons worth a second look.
The blue-ribbon committee that issued its outspoken report in September, 1942, had been assigned the task of bringing order out of confusion. It was a distinguished panel, including educator James B. Conant, president of Harvard, and physicist Karl T. Compton, president of the Massachusetts Institute of Technology; at its head was Bernard Baruch, Wall Street wizard, director of industrial mobilization during World War I, and confidant of Presidents. Franklin Roosevelt had turned to him almost in desperation. "Because you're 'an ever present help in time of trouble,'" the President pleaded in a handwritten note, "will you 'do it again'?" The time of trouble in this instance was what the press called the "rubber mess."
When the Japanese bombed Pearl Harbor, rubber instantly became the most critical strategic material for making war. Nine-tenths of the nation's rubber came from the Far East, and it was painfully evident that nothing would now stop Japan from cutting off that source. Stockpiles on hand, enough for about a year of peacetime demand, were grossly inadequate for the growing war machine. Synthetic rubber eventually would provide the answer, but the American synthetic-rubber industry was in its infancy. Just four days after Pearl Harbor a freeze was put on the sale of new passenger-car tires, and on December 27 tire rationing was authorized, to go into effect early in January, 1942. Sales of new cars also were halted, leaving America's motorists to contemplate an uncertain driving future with their present cars and tires.
There was much complaint on Capitol Hill at the administration's lack of foresight in not undertaking a syntheticrubber program earlier, as well as much heated debate over which manufacturing process should receive priority; the oil bloc promoted the petroleum-derivatives process, while the farm bloc trumpeted the virtues of the grain-alcohol method. Finally this was straightened out and the synthetic-rubber program put in train, but not before the issue of gasoline rationing was injected into the whole business, complicating it infernally.
At this point, in the early months of 1942, gas rationing was an issue plaguing only the Eastern seaboard. Observant Eastern motorists, however, could have detected the handwriting on their gasoline pumps as early as the previous summer, six months before Pearl Harbor. Fully 95 per cent of the coastal states' petroleum needs were supplied by tankers from the Gulf Coast. In the late spring of 1941 the administration made an emergency loan of one-fifth of these vessels to the British to shorten the voyage time of their war-ravaged tanker fleet: oil exports from Caribbean and Gulf Coast refineries were shipped in the American tankers to New York and Halifax, then transshipped across the Atlantic in British tankers. Shortages soon appeared at Eastern filling stations, and the administration's petroleum coordinator, Harold L. Ickes, veteran New Dealer and self-styled curmudgeon, lectured the public on voluntary cuts in nonessential driving and called for early station closings. He was largely ignored, although the New Jersey legislature took enough notice to pass a resolution condemning the requested cuts as a threat to the state's tourist industry. After some dislocations as oil companies reduced their allotments to meet the shortfall, the mini-crisis passed when the British returned the borrowed tankers. In any future fuel crisis, Ickes remarked pointedly, "I suspect that it is going to require something more than persuasion.…"
Ickes put his finger squarely on the problem: human nature. To ask the average American motorist to cut his use of gasoline voluntarily in a time of peace and prosperity was to ask him to cut his standard of living voluntarily, which was a lot to ask, particularly if his next-door neighbor was doing nothing of the kind. The automobile culture was perceived as very much a part of the good life, a fact recently and vividly confirmed during the Great Depression. Americans somehow managed to drive straight through the worst economic upheaval in their history. After the slightest of dips in 1932–33, when the economy sounded the depths, gasoline consumption climbed steadily, and in 1941, despite the gasoline mini-crisis in the East, passenger cars used over 10 per cent more fuel than in 1940.
To all appearances, the future was secure as far as gasoline stocks were concerned. The United States was entirely self-sufficient in oil, and indeed was a major exporter of petroleum products. At the outbreak of the Second World War in 1939, North America accounted for 64 per cent of the world's crude-oil production. (The Near and Middle East's share, by contrast, was a mere 5.7 per cent.) Dr. Robert E. Wilson, a government consultant on oil production, said in mid-1940 that the outlook for the American petroleum industry was such that "even satisfying the enormous demands of a mechanized army presents no serious problems."
While Wilson's forecast would prove essentially accurate, war's cold realities made short work of any feelings of complacency. It was the Eastern seaboard that felt the pinch first. Beginning in mid-January, 1942, German U-boats opened a fearsomely effective campaign against American coastal shipping. In just two weeks they torpedoed nine tankers. By May, daily deliveries of gasoline to the East Coast had been slashed 80 per cent. It would be months before the U.S. Navy could make inroads against the submarine offensive. Ickes was candid about the crisis: "Storage on the Gulf Coast and in the Southwest is brimming," he acknowledged, but there was simply no way for railroads and barges to compensate fully for the tanker losses. Washington announced that on May 15 gas rationing would go into effect in seventeen Eastern states. That same month the national speed limit was reduced to 40 miles an hour to conserve fuel and tires.
The emergency rationing program was put in the hands of Leon Henderson, head of the Office of Price Administration. Henderson—an economist, a warrior in a hundred New Deal battles whom conservatives regarded as a wild-eyed radical—occupied a decidedly prominent post. "For this job I need the toughest damned bastard in town," Roosevelt had told him, "and, Leon, you are it." Henderson had to be all of that to survive as OPA head, for he was responsible for imposing a myriad of controls on the people and the economy. The hastily contrived Eastern rationing plan, with its basic allotment of three gallons a week, was something of a ramshackle affair, full of inequities, especially for motorists living on the fringes of the rationed areas who had to endure the sight of those from neighboring towns driving to their heart's content. It also had loopholes, the most notorious being the X-ration card that permitted unlimited gas for supposedly essential use. When two hundred members of Congress applied for and received X rations, editorial writers across the land raised a derisive shout.
By the fifth month of war, then, no American could buy a new car, tires were tightly rationed, and some 50,000,000 citizens in the East were trying to get by on drastically reduced gasoline supplies. The Petroleum Industry War Council was on record as warning of far worse to come. It pointed to the critical rubber situation and predicted that unless something was done promptly, the number of roadworthy automobiles, currently standing at 29,600,000, would be slashed to 9,000,000 by the end of 1943 and to 1,000,000 by the end of 1944. One million cars! That was something last seen in 1913 and would surely mark Judgment Day for the American way of life. The only way to prevent this, said the Petroleum Council, was to accelerate synthetic-rubber production—and to ration gasoline nationwide.
Such prophecy heated the political atmosphere in Washington. Bruce Catton, the future historian who observed it all from a ringside seat in one of the war-mobilization agencies, wrote sardonically that "there was a confusion of tongues and a blowing of great winds." Certainly it was an odd situation. The means of closing the critical rubber gap was the subject of intense debate. Almost nightly, in Caribbean and Atlantic coastal waters, oil tankers were ablaze, forcing millions of Americans to make do with only a few gallons of gas a week, while millions more could still "fill 'er up" whenever they felt like it, and storage tanks along the Gulf Coast were still full of gasoline. Experts said Draconian action must be taken immediately. Congressman Leland M. Ford rose on the House floor to exclaim, "What is the whole program? Why are not our people told the plain, honest-to-God truth?"
The truth may have been plain, but it was also unpalatable. Unless all civilians were forced by edict to cut their driving to a minimum by means of gasoline rationing, they would run their tires down to the rims, and there was no possible way to replace all those tires. And without automobiles to get workers to their jobs, the Arsenal of Democracy would grind to a dead stop.
While the nation's industrial plant in the war years was nowhere near as decentralized as it is today, it clearly was tending in that direction. All across the country new arms factories were springing up in cornfields and meadowlands far from public transportation. This was particularly true in California, center of the burgeoning aircraft industry. Seven out of ten war workers in the Los Angeles area depended on their automobiles to get to work; at some plants the ratio was as high as nine out of ten. A survey in Michigan disclosed that 635,000 of 850,000 war workers had to drive to work. Investigators at two hundred key industrial sites in fourteen states found 69 per cent of the employees had no alternative to commuting by car. For the duration the private automobile was going to be as vital a cog in the war machine as steel or copper or machine tools.
Roosevelt knew this truth better than anyone, but he could not bring himself to say it out loud and face the supposed wrath of a nation of gasoline-rationed car owners—and almost one out of five of the 132,000,000 Americans now owned a car. He knew, too, that the midterm congressional elections were due in the fall; so did the nervous congressmen up for re-election, particularly those from the wide-open Western states. In answer to a press-conference question about the rubber mess, the President admitted, "I don't know who is right. Now here is the greatest expert on it in the United States," he said, pointing to himself, "and he doesn't know!" Urged by his aides to impose gas rationing, he called instead for a massive scrap-rubber drive, and thousands of tons of old tires, hot-water bottles, garden hoses, overshoes, and floor mats (including one snatched from the White House by Harold Ickes) poured into collection centers. Little of this scrap proved to be re-usable, however, and the rubber shortage persisted. When he was asked about gasoline rationing, Roosevelt did not have an answer either, except to remark that he could understand why someone with a good car, four good tires, and an oil well next door might want to continue driving as he pleased. Predictably, none of this added to the public's understanding of the real issues.
In the summer of 1942 Congress took it upon itself to untangle the rubber mess (and by extension, the gasoline mess) by passing Iowa Senator Guy Gillette's bill to establish a "rubber czar" at the head of a special agency independent of the War Production Board then overseeing the war economy. Roosevelt knew he must veto the Gillette bill or risk serious damage to the mobilization machinery, and to make his veto stick he hit upon one of those brilliant political strokes for which he was famous. In his veto message he announced the formation of the blue-ribbon Baruch committee to examine thoroughly the whole business of rubber, gasoline, and civilian automotive transportation and to make recommendations. In one neat maneuver, he had side-stepped, gotten out from under, and passed the buck.
Baruch's panel delivered its forceful conclusions, and with that weighty backing the President bit the bullet and announced that on December 1, 1942, nationwide gasoline rationing would take effect. A national "victory speed" was set at thirty-five miles an hour. William M. Jeffers, head of the rubber program, put the business in a nutshell: "This is not a gasoline rationing program," he said, "but a rubber conservation program; the object is not to take cars off the road, but to keep them on the road." The people accepted the verdict with apparent equanimity, for the turnout at the polls in November was low and Republican gains were regarded as normal for an off-year election.
Perhaps there was a certain degree of resignation in all this, for by the time gas rationing went on the books, the American people were well on their way to coming under government edict in virtually every aspect of their daily lives. Prices, wages, and rents were tightly controlled to fight inflationary pressures. At one time or another during the war years there was rationing of (among other things) meat, butter, kitchen stoves, fuel oil, fats, sugar, shoes, liquor, cheese, dried peas, canned goods, coffee, and typewriters, in addition to tires and gasoline. The citizenry found itself coping with ration stamps and coupons and red points and blue points and inspection records and stickers and booklets and leaflets and charts and certificates and regulations and applications and authorizations—a headache of red tape and paperwork unparalleled in the national experience.
Presiding over all this, and squarely in everyone's field of fire, was Leon Henderson and the Office of Price Administration. In size the OPA was second only to the Post Office Department; in bureaucratic complexity it was unmatched. It was, said one observer, "born in strife and lived in turmoil." Yet no one could complain that it was a distant bureaucracy, out of sight and out of reach. There was a total of fifty-six hundred local OPA boards to administer the various programs and controls, staffed largely by unpaid volunteers from every walk of life and generally bipartisan in political persuasion, for neither party wanted to shoulder the blame.
The gasoline rationing plan devised by Henderson's OPA differed fundamentally from most other wartime rationing programs. Since petroleum was a key strategic weapon of war, and since a major goal was to save tires, gas for civilians was rationed according to individual need rather than parceled out on the equitable one-to-a-customer principle followed with such items as meat or sugar or canned corn. Every car owner received a basic so-called A ration, initially four gallons a week, good for perhaps sixty miles of driving. If he could persuade the local rationing board that he simply had to have more fuel, he would be eligible for a supplementary B or C ration. The B allotment generally went to those who could prove they had farther to drive to work than A-ration gallonage permitted. The key test for a C ration was "relation to the war effort or the public welfare," as the OPA put it. War-plant workers fell into this category, as did doctors and others involved in "public welfare." There was an unlimited "emergency" category for police, volunteer firemen, civil defense personnel, and the like, and a special T ration for truckers. Tied to the system was a compulsory tire-inspection plan whose web of regulations had to be followed religiously in order for a vehicle to be eligible for a recapped or new tire.
All the world would know how well anyone had done at their local ration board, for lettered windshield stickers were handed out along with gas-coupon booklets in each category. At the gas pump, the attendant would remove the appropriate number of coupons, on which the car's license number had to be written, from the customer's ration booklet. Coupons were valid only for a specified period, to prevent saving up for a sunny day.
Motorists by the millions promptly descended on their local boards to seek the supplementary gas rations. Processing war workers was simplified by plant transportation committees that approved mileage claims and organized car pools, whose members countersigned the applications. Both the virtues and the faults of the decentralized ration-board system soon were evident. Exaggerated claims of need could more easily be deflated by those who knew the local situation, and car owners found it hard to fool a neighbor sitting on an OPA board. On the other hand, there were many instances of neighborly favoritism and string pulling. (There were also small human dramas. A woman in Dunkirk, New York, wrote a pleading letter to her local board asking it not to grant her husband the B sticker he sought, for he only wanted it "to go out with other women.") Under the circumstances, it was probably about as fair a system as could be devised, and patriotic support of the war effort played a very real part in these across-the-counter negotiations. About half the nation's car owners obtained B or C classifications, and in the vast majority of cases they were legitimately awarded.
Along with the millions of windshield stickers and ration books came a flood of admonitory posters and leaflets and advertisements. Posters bluntly asking "Is This Trip Necessary?" were everywhere. Another poster warned, "When you ride ALONE you ride with Hitler! Join a Car-Sharing Club TODAY !"—a theme given emphasis by a picture of a joy rider breezing along in an open convertible, oblivious of the ghostly figure of the Führer on the seat beside him. A typical magazine ad depicted a slacker dozing on a couch above copy that read,"… Sure, you out-smarted the ration board on gas all right… and kept a certain Army plane in Africa out of the war." The OPA's leaflet explaining the rationing program was embellished with a drawing of a satanic-looking Japanese soldier guarding a great pile of tires, with the caption " This is why your mileage is rationed."
So the American car culture settled gingerly into its new, poor-relation status. Since the mid-twenties the automobile had been seen as a necessity of life; now it was just that and nothing more. There was little gas for anything beyond getting to work and accomplishing other spartan tasks the OPA labeled "general utility." "It takes practically the whole day, every day, to figure out how to get certain things done without using any gas," observed The New Yorker 's E. B. White.
Pleasure-seeking habits changed radically. The Sunday driver was gone from the land. Dr. Benjamin Spock (C ration) would remember with amazement "how easy it was to drive around in New York City and to park the car." Resorts reported dramatic declines in customers, and many shut down for the duration. Thousands of roadhouses and restaurants and the other paraphernalia of the highway culture also closed their doors. In 1943, visits to national parks fell 68 per cent below prewar levels. Emily Post unbent etiquette's rules enough to decree that it was no longer necessary to drive to the station to pick up one's weekend guests. Lovers' lane was replaced by those stand-bys of an earlier generation, the front parlor and the porch swing. Neighborhood bars and movie houses were jammed, as were any race tracks that could be reached by bus or trolley. But most of the time the average citizen simply stayed home, marooned "on his front porch," Time reported, "with a well-stuffed wallet." It was the fat wallets that caused particular frustration, for personal income was rising at an astronomical rate. Although wages were controlled, there was full employment for the first time since the 1929 crash and all the overtime pay anyone could want, yet there was little to buy and, thanks to gas and tire rationing, nowhere to go.
In the emergency the gasoline engine's old rivals enjoyed a brief renaissance. Here and there a rejuvenated Stanley or Doble steamer could be seen, and elegant tall black electrics glided silently along city streets otherwise empty of traffic. Bicycling was encouraged by publicity photographs of the OPA's portly Leon Henderson puffing a cigar as he pedaled his "victory bicycle." Soon bicycles by the thousands could be found in factory parking lots—although most were old ones, for bicycle manufacture was on the wartime proscribed list. And horses were back, too, pressed into service to pull delivery wagons.
This is not to say that America's car owners ever stopped trying to change the rationing rules. Pressure groups and lobbyists and politicians laid siege to OPA headquarters in Washington, where a "gasoline eligibility committee" met regularly to contend with their petitions and to set policy guidelines for the local boards. The committee would have welcomed Solomon and his wisdom to its sessions.
The American Bar Association, for example, maintained that all lawyers were upholders of the public welfare and thus entitled to C-ration stickers, but the OPA ruled only in favor of country lawyers, leaving city attorneys to make do with A or B allocations. The medical field, too, needed definition, leaving such practitioners as chiropodists, naturopathic healers, and masseurs out in the cold as far as extra gasoline was concerned. However, healers of ailing cars, such as used-car-parts brokers, won C allotments. B stickers might be granted for church volunteer work, but pleas for C stickers to attend church services fell on deaf OPA ears. Attending a funeral was not excuse enough for additional coupons. Boy Scout executives were praised for contributing to the morale of the nation's youth, but were denied extra allotments. The pleas of hunters and fisherman that with C rations they could add to the country's food supply were rejected. And while the administration urged everyone to plant a "victory garden" to relieve the strains of food rationing, the OPA ruled that unless those gardens were larger than fifteen hundred square feet, even the most patriotic yeoman was not entitled to extra gas to reach his plot.
The job of overseeing all this proved too much even for Leon Henderson: worn out, ill, and "bleeding from his political wounds," he resigned in December, 1942, and was replaced by Prentiss M. Brown, a former Michigan senator. It was during Brown's tenure that the gas-rationing program took a new, tough, and highly unpopular turn. On January 7, 1943, a fiat was issued banning all pleasure driving on the Eastern seaboard, regardless of a motorist's windshield sticker. This was necessary, the OPA explained, because of continuing fuel-transportation problems.
Easterners were indeed plagued by spot shortages, which sometimes left motorists, even those with full ration books, woefully contemplating "Out of Gas" signs at filling stations. Any tank truck making a delivery run was customarily trailed by a long line of cars. But to ban what little driving pleasure was left to a law-abiding A-card holder struck many people as petty and unfair. The New York Automobile Club charged OPA inspectors with "Gestapo methods" in harassing motorists embarked on innocent errands. Those attending a concert or a wedding reception or a ball game (even though major-league baseball had Washington's blessing as a booster of civilian morale) risked the loss of their rations. Grumbling increased in June when, under orders from Harold Ickes, who was in charge of overall petroleum priorities, the weekly A ration was cut to three gallons and the B and C allotments to two and a half gallons apiece. The OPA did not help its case with such puritanical rulings as one that banned all trips to summer homes, but allowed a single journey to close up a summer place—provided that the driver came straight back and did not tarry one extra minute to enjoy himself.
Chester Bowles, the advertising executive who was then head of rationing in Connecticut and who would replace Prentiss Brown as OPA head in October, called 1943's pleasure-driving ban a "fiasco." "From the beginning," Bowles recalled, "it was clear to us that this edict was totally unenforceable, and the public soon came to realize it." The completion of the "Big Inch" oil pipline (and the near completion of the "Little Big Inch") from Texas to the East Coast gave the OPA a face-saving excuse to lift the ban in September. In all probability it had saved very little gasoline, succeeding only in souring the public's view of those in charge of rationing.
In any event, gas rationing was proving to be startlingly effective. During 1942, largely because of the emergency rationing in the East, civilian consumption fell from 18.0 billion gallons to 14.4 billion, a drop of 20 per cent. In 1943, the first full year of nationwide rationing, consumption fell another 20 per cent. Car owners in 1941 had driven an average of 9,663 miles; in 1943 the figure was down to 6,366. (A portion of the dramatic drop was due to the fact that there were 3,700,000 fewer cars on the road, as vehicles wore out or were put up on blocks for the duration.) And thanks to rationing and the lowered speed limit, it was far safer to drive during World War II than it ever had been before; there were over sixteen thousand fewer traffic deaths in 1943 than in the last year of peace.
Gasoline rationing, in short, was accomplishing exactly what was intended of it: keeping Americans on the road in spite of themselves; keeping the Arsenal of Democracy racing along in high gear; and keeping the huge military machine fully supplied with rubber and gasoline. The driving public, however, began to reveal an ambivalent attitude toward the rationing as the war dragged on. Part of this was simply the result of war weariness. Part was a general resentment of the tangle of red tape involved in rationing and controls. OPA rulings such as the pleasure-driving ban certainly irritated public opinion. Finally, even the most patriotic citizen could not always resist sampling a touch of the freedom so long taken for granted in the car culture.
Consequently, beating the system became a common pastime. Initially at least it was a system fairly easy to beat. The lowest caliber violation was the use of a friend or relative's unneeded gas coupons, a practice winked at by most gas-station attendants, for it was relatively harmless and produced no actual net change in the amount of fuel allocated for civilian use. More serious was the patronage of the black market. Chester Bowles stated the case nicely when he wrote that "gasoline rationing presented a dangerously ripe field for black market operations." There were black marketeers dealing in every imaginable scarce or rationed wartime commodity, but nowhere were they more commonly found than around the nation's 225,000 filling stations.
The criminally inclined found the gasoline black market irresistibly attractive because of the ease of operation, the high profits, and the low risks. All that was needed was a supply of "hot" gas coupons and a complaisant station owner. The easiest way to obtain hot coupons was to steal them, and the OPA's rationing system offered numerous opportunities for the resourceful thief. The coupon chain began at the printing plant, from which coupon booklets were shipped to local OPA boards, where they were doled out to car owners. The coupons were collected from customers by the fillingstation operator, who periodically turned them in to his wholesaler; the gallonage the coupons represented was the basis for the dealer's next gasoline delivery. From the wholesaler the coupons went to the supplier, and from there to a collection point, usually a bank, where they were logged in and destroyed.
Thieves operated all along this coupon chain, but they found the easiest pickings at local ration boards. Security tended to be lax, occasionally a bribe bought an "insider," and the supply of coupons was sizable. Bureaucratic excess sometimes contributed significantly to this supply; OPA investigators found some boards stocked with five or ten or even twenty years worth of gas coupons, and one board was found to have enough coupons on hand for a 137-year war. During the first eighteen months of rationing, coupons worth 300,000,000 gallons of gasoline were taken in 650 robberies of OPA boards.
A second source of hot coupons was counterfeiting. The appeal the inch-square gas coupons held for veteran counterfeiters is suggested by the fact that the amount of phony currency seized in 1944 was only one-tenth of that picked up in 1939. Late in 1944 the OPA reported that fake coupons worth an average of 1,500,000 gallons a week were being discovered, no doubt only a fraction of what was being passed. Organized crime was deeply involved. In March, 1944, for example, the Boston police picked up members of Detroit's notorious Purple Gang who were found to have twenty-six thousand phony A coupons sewn into the linings of their overcoats.
Hot coupons might be sold to individual car owners in bar or back-alley transactions, but most black-market operators preferred working with filling-station owners, where the deals—and the profits—were larger. A dealer usually was charged between eight and fifteen cents apiece for hot coupons. Favored couponless customers were then treated to extra gas at whatever markup above the controlled price the market would bear, with the dealer making up the shortfall in his coupon records from his black-market stock. The profits in this business were considerable for all concerned; in the spring of 1944 Newsweek quoted Bowles's estimate that transactions in hot coupons were totaling one billion dollars a month.
In addition to the gasoline siphoned out of the allotments for legitimate needs, the black market posed a threat to the very rationale of the rationing program. If there was such a flourishing black market, reasoned the motoring public, then perhaps there was plenty of gasoline to go around after all—which, as military needs multiplied late in the war, was quite the opposite of the actual situation. The OPA's vigorous crackdown on the black market began to take effect by the winter of 1944–45. The coupon chain was tightened up, more sophisticated methods were used to detect counterfeits, and OPA-run monitoring centers were inserted into the system. From there hot coupons were traced back to the dealers, who were fined or had their gas deliveries debited or, in the most serious cases, were shut down.
At its peak, about a year earlier, the gasoline black market was estimated to account for some 5 per cent of the daily civilian allocation of 50,400,000 gallons. Sociologist Marshall Clinard, studying the black market as a symptom of whitecollar crime, concluded that between one in two and one in five gas-station operators succumbed to temptation at one time or another. There is no way of knowing how many motorists patronized the black market, or what proportion of those who did made it a regular habit. Newspapers played up a tourist rush to Florida during the winter of 1943 that was fueled largely by hot coupons. OPA inspectors told of an A-sticker driver caught at a watering spot six hundred miles from home; when questioned, he piously claimed to be visiting his ninety-seven-year-old mother on her birthday, and was it his fault that she still liked to hang around summer resorts? Some commentators on the period have compared the level of black-market lawlessness to Prohibition, but that is a considerable exaggeration.
Chester Bowles, whose three years at the helm of the OPA gave him some perspective on the black market, concluded that 2 to 5 per cent of the population was "inherently dishonest"; another 20 per cent obeyed the regulations without questioning; and the remaining 75 per cent "genuinely want to be honest" but disliked being proof of Barnum's assertion about suckers. When and where wartime gas rationing was fairly and equitably administered according to actual need, it seems clear that the vast majority of the people complied out of patriotic motives. When the system bumbled or took turns perceived as repressive, such as the pleasure-driving ban, the black market flourished. It should be remembered just how large a slice gasoline rationing took out of the car culture's accustomed way of life—a consumption cut of 40 per cent in 1943 and 1944—which makes the overall record of compliance rather remarkable.
On V-J Day, August 15, 1945, as the nation joyously celebrated the war's end, motorists found their tanks running over. Bowles went on the radio that evening to announce the immediate end of gasoline rationing. "Now," he promised, "you can take your gasoline and fuel oil coupons and paste them in your memory book." America's love affair with the automobile could resume at last. Never again—or so everyone believed—would a frustrated motorist feel compelled to pray:


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Rockers Heart have become the latest act to pull out of a show at SeaWorld in Florida following pressure from animal rights campaigners.
Veteran country star Willie Nelson and Barenaked Ladies recently cancelled 2014 shows at Orlando's attraction after new documentary Blackfish, which focuses on the struggle of captive killer whales, sparked a furore over alleged animal cruelty issues.
A number of petitions were set up urging artists to scrap planned shows at SeaWorld, and rock group Heart has now left the line-up.
Guitarist Nancy Wilson confirmed the news in a series of posts on her Twitter.com page, writing, "The SeaWorld show was planned long ago as an Orlando show. Had we known, we'd have said no then. We said no today... I am a big Orca fan. I hosted a nature documentary once called Baby Wild all about Orcas. I'm happy to stand w/all (with all) of u (sic) to protect our animals."
Wilson subsequently received a message of thanks from activists at animals rights organisation People for the Ethical Treatment of Animals (Peta). The message, sent via Twitter, reads, "Thank you for taking a stand against animal abuse! The orcas thank you."

subset: commoncrawl


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Worcester Businessman Built Regulation Sized Baseball Field In His Backyard
Harking back to the old days when sandlot ballfields were packed with neighborhood kids, David Massad II, a Worcester car dealer, didn't plow over a cornfield in Iowa to build a baseball field in his yard; he just leveled the trees behind his 7,382-square-foot home in Shrewsbury to build a regulation sized baseball field for his kids and friends to play on. This being Massachusetts, his neighbors cried foul. The case was just decided by the Appeals Court which, not surprisingly, ruled in favor of the neighbors, holding that the homeowner's association rules and regulations prohibits the use.
Field of Dreams
In 2004, Massad decided to build a regulation sized baseball field, complete with clay infield, fencing, sprinklers and bleachers, behind his upscale Grey Ledge development home in Shrewsbury. After neighbors cried foul, Mr. Massad and his wife just lost a legal battle with neighbors who say they didn't buy season tickets to ball games when they purchased their homes. Massad, meanwhile, says he was just trying to provide a place for kids to play ball in a town that sorely lacks ball fields.
According to the Worcester Telegram, "It sounded pretty simple," said Massad, 52, whose business is only coincidentally named Diamond Chevrolet. "The kids needed a place to play, so I built a field. It's in the middle of nowhere, and I've never charged anyone to use it." The Massads even obtained a special permit from the zoning board to allow for the field.
As reported by the Telegram, the field may be isolated, set well in the rear of Massad's 14-acre property, but the issue is the cars that go up and down the development to get there. In 2009, Massad built a private driveway and parking lot on his property, but players and fans still must use the private common driveway that lines the eight-home development and ends at Massad's handsome brick Colonial at the top of the cul-de-sac.
HOA Covenants & Restrictions Control
The Grey Ledge Homeowners Association had recorded standard Covenants and Restrictions providing that:
"The Lots shall be used for single family residential purposes only." It further provides that "[t]he acceptance of a Deed to a Lot by any Owner shall be deemed an acceptance of the provisions of this Master Declaration, the Trust and the By-Laws and rules and regulations of the Grey Ledge Association, as the same shall be amended from time to time, and an agreement by such Owner to be bound by them in all respects;" and that "[t]he Lots … shall have the mutual burden and benefit of the following restrictions on the use and occupation thereof, which restrictions, except as otherwise provided or allowed by law, shall run with the land."
The Appeals Could held that, despite the Massads obtaining local zoning approval for the baseball field, it was not consistent with the character and planned use of the luxury development as a single family enclave. "As matter of law, the hosting of organized league baseball games (whether formal games or mere practices) for such leagues as American Legion Baseball and Worcester Heat violates the master declaration's restriction to use for 'single family residential purposes only,'" Justice Joseph Grasso held.
On legal grounds, the ruling is not surprising and correct, in my opinion. It's unfortunate that Mr. Massad and his neighbors couldn't have worked out a "collective bargaining revenue sharing" plan so the kids could just play ball.
Richard D. Vetstein, Esq. is an experienced Massachusetts real estate attorney and devoted Red Sox fan. Please contact him if you need legal assistance purchasing residential or commercial real estate.
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La Crosse Bat Exterminator
County Animal Control
608 259 6515
Bat Exterminator
La Crosse:
Bat exterminator, bat proofing, home inspection for bats.
Reasons you may need a bat exterminator in La Crosse.
*Spotted bats flying out of your house *Bats found inside of home *Smell bats in your attic (guano & urnine stench) *Finding guano splattered on the siding of your home
There are many reasons why people think they are in need of a bat exterminator in La Crosse and they might just be right. Why chance it? Call County Animal Control to get an inspection scheduled in La Crosse!
In La Crosse, the inspection will let the customer and the bat exterminator/field operator know for a fact if the customer actually does have a bat issue in the home. To completely perform an efficient bat removal the bat exterminator must find the entry/exit holes the bats are currently using. These active points the bats are using, is where the one-way doors get installed. In our bat removal the bat exterminator installs the one-way doors to allow the bats to leave the building and not re enter. Another step to having a success in bat removal in La Crosse, the bat exterminator must bat proof any holes or gaps found that are of 3/8'' or more. Bat proofing the building is something the bat exterminator must take their time with in La Crosse. The bat exterminator must look over the entire building to find any little hole, gap, flipped shingle, bent soffit vents, torn screens or drip edges. Basically anything on your building that a match book may fit inside of, a bat will fit inside as well. In La Crosse bat exterminators give 72 hours minimum to allow all the bats to leave, this is done because not all bats in La Crosse will leave the house in the same night. If you are still having bat issues after a week or two from when the bat removal was done give your bat exterminator a call back. County Animal Control gives a warranty on the work they do! Give us a call and we will send another bat exterminator for a visit with no charge due to fee's inclusive to the payment you've made for the bat removal. If a bat exterminator is needed in La Crosse or following cities:
Bangor, Brice Prairie, Burr Oak, Barre Mills, Burns, Calvert, Cold Springs, Council Bay, Grand Crossing, French Island, Holmen, La Crosse, Herrington, Holiday Heights, Maple Grove, Medary, Middle Ridge, Midway, North La Crosse, Onalaska, Rockland, Saint Joseph, West Salem, Mindoro, New Amsterdam, Newberg Corners, Shelby, Stevenstown, West La Crosse, Campbell, Farmington, Greenfield, Hamilton, Holland, Washington, Burns Corners
Call County Animal Control- 608 259 6515
Have problems with bats in La Crosse? Call County Animal Control for assistance!
The bat season is here! For bat removal services call 608-259-6515 and take control of your bat removal issues today!


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Salt Lake City (AP) — Drones are now officially banned in Arches and Canyonlands national parks in southeastern Utah.
Kevin Moore, acting chief ranger for the two parks, says the unmanned aircrafts disrupt wildlife and are an intrusion on visitors looking for tranquility. They have seen an increase in use of drones in the last two years.
In June, National Park Service Director Jonathan Jarvis directed all parks to take steps to prohibit the use of the increasingly popular aircraft that are often used to take photos and videos.
The agency's office in Moab, Utah, announced the rule in the two Utah parks Monday. The ban also extends to Hovenweep and Natural Bridges national monuments.
Two large national parks, Grand Canyon in Arizona and Zion in Utah, have already changed their rules to ban drones.
Filed Under: M2M (machine to machine)


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Zach Inglis
I could be wrong but..
I've always looked upon the XHTML as CONTENT and CSS as PRESENTATION.
An icon is presentation so therefore should be put in CSS.
It's not like its a picture relevant to the story; "A cloudy winter morning in London".
If a person with a screen reader reads it, they'll be told TWICE there's an error, surely? First by the alt tags then by the [strong]?


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Eco-Interview: John Hamilton, Children's Book Illustrator and Conservationist
When did this all begin? Please tell us a bit about your work.
I am an artist and illustrator based in Manchester UK. My artwork has always been narrative /story-based, using oil on canvas, printmaking, and large-scale collage. My work includes characters acting out various scenarios and role play, as if from a film or stage play. I often include animals or people dressed as animals. I recently had a children's picture book published called "The Boy Who Really Really Really loves Lizards" aimed at 3-7 year olds.
What is your educational background and what led to this creative path?
My background is in Fine Art. I did my degree back in 1990 and have been a practicing artist since then. A couple of years ago I did a Masters degree in Children's Book Illustration. For the final project I wrote the story about my son Oliver who was obsessed by visits to the Manchester Museum, From the age of two he has loved the museum and would spend hours there.
What are some challenges you have faced and how did you deal with them?
When I was doing research at the museum for the book, I became friendly with Andrew Gray, the curator of the vivarium. He specializes in the conservation of frogs and has done a lot of work to project many endangered species from Costa Rica and other places. His passion and commitment to the Museum is amazing. He was also responsible for getting the museum to publish my book which is a playful look at my boys obsession with the museum and the lizards, frogs and snakes. I think we saw it as a way to engage the younger visitors and to perhaps encourage them to become aware of the conservation involved. The museum features heavily in the book.
What can people do to help this cause?
The museum allows the public to sponsor the frogs and to contribute to the cost of research and support for the museum. Oliver recently sponsored a tiger monkey frog and got to meet it and hold it at the museum! You can also buy my book too!
How do you reach your targeted audience?
Is it through your website, advertising or social media or another route? Which is most effective and why?
I am trying to promote my book at the moment and I have been doing that through Facebook and Twitter as they both allow you to reach a large volume of people very quickly. It is also a good way of keeping in touch with people and informing them of events and new work. There is also a website for the book where I post features, reviews and workshop projects done with schools and colleges.
How do you keep the audience engaged over time?
Updates on Facebook and Twitter and by creating new links with organizations and groups with similar interests.
Tell us about your events around the world and some of the campaigns you have started.
The book is only available in the UK so that has been my main target but I would love it to go further afield! I have had emails from people in South Africa, Australia, France and the USA who have received the book, many as presents from the UK – so that is exciting!
What is in the works for the future? What haven't you yet tackled, but will want to do soon?
I am working on another picture book possibly about butterflies or snails! I am hoping the museum may show an interest in publishing this one too. I want to try and make this one a bit more factual and to include facts and information to allow children to continue their interest in the subject.
Would you like to add a bit more?
No. Just a thank you for the opportunity to talk about the book and hopefully reach a few more people and encourage some more young people to really, really, really love lizards and frogs!
To find John Hamilton online:
Website: http://www.johnhamiltonillustration.com
Facebook: https://www.facebook.com/tbwrrrll
Twitter: @JohnHamilton17
For information on the Manchester Museum and their work with frogs and about sponsoring the frogs visit:


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Our understanding of one of the world's greatest historic sites recently got a bit of an update.
UNIDENTIFIED ANNOUNCER: Near Cuzco, the ruins of one of the great Inca cities known as Machu Picchu sprawls across the mountain. The Incas managed to keep secret its location for centuries.
ELLIOTT: Turns out, Machu Picchu is still holding out a few secrets.
Researchers from Yale found evidence that Peru's great hidden city was occupied earlier than previously thought.
Professor Richard Burger led that study of Machu Picchu.
RICHARD BURGER: One of the frustrations is that there are really no written documents from Inca times, except for the quipus, the knotted records. And those can't be read yet.
KING: Until now, historians could only guess the city's age based on documents from the Spanish conquest, which are not the most reliable sources.
BURGER: People were thinking that it dated to about 1450.
ELLIOTT: But Richard Burger's team now has evidence of human habitation dating a few decades earlier, to at least 1420. It involved skeletons discovered at the royal palace at Machu Picchu way back in 1912.
KING: Right. And technology has advanced to where carbon-14 can be dated using even the smallest quantities. And those ancient bones gave the Yale team what they needed.
ELLIOTT: Burger says, their discovery is only a beginning.
BURGER: Some people have often said, well, you know, the Inca empire is so huge and it left so many archaeological remains. Maybe we need a radical revision of the chronology and maybe even push it into, say, the 14th century. Maybe we're completely off base in terms of our estimates.
ELLIOTT: Richard Burger, professor of anthropology at Yale University, unlocking the history of Machu Picchu one secret at a time.
(SOUNDBITE OF MUSIC) Transcript provided by NPR, Copyright NPR.


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Printed from a June 22 audio commentary posted on prisonradio.org.
A young white man, barely at the age of his majority, walks into Charleston's most storied Black church, and before he leaves, a new history is written.
Attending the Wednesday night [June 17] Bible study, he sits for nearly an hour, but his mind isn't on the life of Jesus nor his disciples. It's on murder, mass murder. When the door shuts behind him, nine Black souls, elders mostly, had been slain, Bibles in hand.
The man, or boy more than man really, hadn't come to learn about religion, for he had a belief, white supremacy, or the profound hatred of Black people.
White supremacy is the mother's milk of Charleston, of South Carolina, of the South, of America. For surely as slavery funded and built America, the underlying principle was the devaluation, exploitation and oppression of Black life. It's the only thing that makes the church massacre in Charleston even remotely intelligible.
Nine Black people were sacrificed to the blind idol of white supremacy for the same reason that thousands of Black men and women were lynched on American elms and pines — as sacrifices to an idea to perpetuate a system of economic injustice.
Dylann Roof, the 21-year-old accused of this massacre, had no friends to speak of; no place to stay other than an associate's couch; no job; and a tenuous relationship with his parents. Isolated, alienated, alone in the world, his sole remaining possession was his whiteness, the only thing that gave his existence meaning. That was the energy that fueled the massacre in Charleston, South Carolina.
It now sits like an incubus in the American soul, seething hatred and fear, waiting for more Black lives to consume.


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This fourth volume in AS&V's excellent British Light Music Discovery series concentrates on living composers. This shows that the tradition is still very much alive amongst the current crop of musicians and the music is indeed, quite charming in nature.
Rutter is better known for his ethereal choral works but the delightful Partita shows him in a rather more relaxed light, Richard Rodney Bennet's diverse style is evident in his picture portraits of the French countryside in the Suite Française whilst Malcolm Arnold's irresistible capability to turn out a good march (a common feature in this series) is demonstrated in the Paidstow Lifeboat sequence, a rousing piece that is shamefully under exposed.
I greatly enjoyed David Fanshawe's haunting description of Windsor Castle and the subsequent 'Battersea Park Suite' by Blezard, each little movement brings to life the characteristic charm of this much loved area. The final two pieces are effective light works that have a loftier goal in sight. Michael Hurd's Dance Diversions recall Rachmaninoff's Symphonic Dances whilst Paul Lewis' Miniature Symphony manages to say it all in four movements that last five minutes exactly!
Gavin Sutherland and the RBS are charismatic and infectious exponents of these works whilst copious notes on the composers pack the booklet. Incidentally, the front cover shows women playing a relaxed 19th century game of hockey although the original advertisement featured a horse race! Will that turn up in Volume 5 please?
Copyright © 2001, Gerald Fenech


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After 30 years, researchers have learned a great deal about the fat stored in the body, and the old idea of fat acting simply as a source of energy has been abandoned. Fat's far reaching effect on an individual's health is now recognized, and the fact that accumulated fat in specific areas has a more detrimental effect than fat in others has been confirmed. Belly fat, in particular, the fat that forms around the internal organs, has a far reaching, negative influence on a person's well being. Here are some cures for belly fat.
Belly Fat Medical Problems
This inner fat, known as visceral fat, increases the threat of a variety of medical problems, including diabetes (type 2), dementia, high blood pressure, heart disease, stroke, and more. Although it cannot be seen without specialized equipment, body shape can indicate its presence. Someone with a hefty, round belly, considered apple or pear-shaped, probably has too much visceral fat.
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A weight loss as small as ten or twenty pounds can reduce the risk of health troubles, but how does a person lose belly fat? Fortunately, deep belly fat is a ready source of energy for the body. Losing pounds and inches through exercise and dieting means a loss of surface and inner belly fats as this energy source is utilized. What's more, a basic exercise regime will help keep visceral fat from returning.
A healthy diet works
For example, switching from refined grain to whole grain foods while increasing activity decreases harmful abdominal fat. Further research indicates that a diet with polyunsaturated fats like those found in nuts and heart healthy oils, like safflower and peanut oil, are less likely to contribute to belly fat than foods with saturated fats like palm oil.
Living an active life with a heart healthy diet will help an individual avoid the accumulation of belly fat as well as help those willing to turn their lives, and health, in a new and better direction.


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Collections and Museums | ||
A searchable list of computer and calculator collections and museums. Includes links to both public and private collections. A treasure trove of collectible calculating machine information! | ||
Document Archive | ||
A collection of high-resolution JPG images of old computer and
calculator related manuals, diagrams, brochures and other documents.
The archive currently contains information on the following subjects:
Looking for collectable computers and parts? Your main tool should be an eBay search utility. The easy-to-use eBay search report generated by Odd.com helps you to automatically and consistently locate everything from GRiD space shuttle laptops to Eniac emulation software. It's free and it's definitely worth a try!


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A new historical / fantasy epic is being created in Scotland. The film is set in the ancient Kingdom of Dalriata before it united with the Picts to become Scotland. Alpin MacEchdach must unite his kingdom if he is to defeat a terrifying supernatural evil and rescue his young brother, Finn. The deep characters and compelling story have motivated an enthusiastic cast and crew to attempt the impossible as they work together to bring this independent feature film to the screen.
'Dalriata's King' features young actors previously featured on this site including Peter Gait, Steven Gait (aka the Gaitway Brothers) and Finn is played by Noah Irvine (the younger brother of Samuel Irvine). These young actors also featured in 'The Fable of Forsaken' which was released last year and is now touring film festivals. Both films were ventures of the independent film company 'Fellowship Film' which works alongside communities to bring about large-scale film projects of real depth and value.
Peter Gait is victim to the evil sorceress, Nathara (played by Kerry Browne)
Noah Irvine, comes from a family of actors and his father, Barry Irvine, played the heroic Templar Knight in 'The Fable of Forsaken'. The shoot has been incredibly full on for the young actor and he will not be wrapped until mid-November. However, he has approached this difficult and very physical role with relish and no shortage of enthusiasm!
 Noah tells us:
"The film is awesome and if you like action, well… it's just the perfect film!"
The press is hailing the film as the 'budget braveheart' (but with better accents!) due to the fact that 'Dalriata's King' is a passion project, achieving professional standards and high production value on a micro budget. All cast and crew are giving their services for free because they wholeheartedly believe in the project and want to see a change in the provision for large scale films with creative vision.
The second block of filming is being funded through an Indigogo campaign which is already more than half-way to its target. Click here or the image below to find out more and see the first epic footage from 'Dalriata's King'!


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Automobile congestion is too often portrayed as mere nuisance or inconvenience. A new study from Germany, which we heard about via Streetsblog Network member blog The Hard Drive,
reminds us that it is much more than that. The study, presented at the
American Heart Association's 49th Annual Conference on Cardiovascular
Disease Epidemiology and Prevention last week, shows that being in a
traffic jam -- whether in a car, on a bike, or on a bus -- can triple a
person's chance of having a heart attack:
Photo by K2D2vaca via Flickr."Overall, time spent in any mode of transportation in traffic was
associated with a 3.2 times higher risk than time spent away from this
trigger," the study says.The
researchers didn't try to pinpoint the reasons for the increased risks,
but stress is a suspect. Another one: the exhaust and air pollution
coming from other cars, the authors said.Past studies have discovered that pollution from car exhausts
causes arteries to stiffen, resulting in higher blood pressure and
reduced blood flow to the heart.
Women, the researchers found, seem to be particularly at risk.
Over at Market Urbanism, there's more talk about traffic -- and the free-market argument for road pricing. At Seattle's Orphan Road, there's a post on the "black hole" of car ownership. And Boston Biker reports on Mayor Thomas Menino's proposal to open Newbury Street to pedestrians on weekends this summer.


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Our products have been successfully implemented on several reservations and departure control systems such as CORDA, CODECO, SITA Horizon, EDS-Shares, Amadeus, Navitaire and Travelport.
Powered, consulted and wired by dsolution
dsolution products are used by domestic, international and low-cost airlines, online travel agents and GDS's. This is a partial overview of customers that have implemented our solutions or have used our consultancy services:
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dsolution's core activity is to supply integrated solutions. To satisfy customer-specific wishes, dsolution supplements its own team with an extensive network of selective subcontractors and partners who work under the responsibility and control of dsolution. Through this business model we are able to offer our customers a very competitive pricing.
We work solely from our customers point of view. Our applications turn out to be the key of success and appreciation in generating extra revenue. That's why many airlines and corporate customers use our line of products and/or consultancy services.
dsolution serves its customers globally from our offices situated in the Netherlands (Corporate Headquarter), Belgium, Dubai and 2 locations in India.
Every customer has a fixed account manager as a single point of contact who represents the interests of the customer and is responsible for the entire solution portofolio.
dsolution is a strong market player that responds promptly to changes in the market and requests of our clients. The company is organised to maximize the operational efficiency and to pursue growth in revenue for our customers.


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On Friday 28th March the «Getting to Know You» slot on BBC Radio Surrey's Breakfast programme had a distinctly Latin feel. Aaron was invited to talk about his forthcoming album, Libertad and also to chat about his career and quiz the presenters about his homeland, Gibraltar. They couldn't work out how to plug in Aaron's piano but you can listen to the interview and a clip from his new CD here.
Home » Aaron Monteverde


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By Scott A. Cupp
This is the 175th in my series of Forgotten, Obscure or Neglected Films
During Spring Break and late March, my friends Ed and Sam came out to Alpine to visit. During the four days (unlike dead fish, they did not stink after three) they were here, we watched a large number of films and TV shows.
Fortunately, I had lots of things they had not seen. In one of the periods when a full-length movie was too much, I pulled the first season of Reaper off the shelf and said, "I'll bet you've never seen anything quite like this." Forty-five minutes later, they agreed. It was odd and irreverent and wonderful.
Reaper's pilot episode concerns Sam Oliver (Brett Oliver), who's about to turn 21. He still lives at home with his folks (Andrew Airlie and Allison Hossack) with his younger brother Kyle (Kyle Switzer). Younger brother is an overachiever while Sam is not. He works at a Home depot clone and dropped out of college after two weeks. The dictionary definition of "Loser" has his picture.
On his birthday, his parents are acting weird. His mother starts to cry; his father hugs him. Odd behavior. His best friend Bert "Sock" Wysocki (Tyler Labine) comes over for breakfast as he does every day. Sock is one of those for whom the position of Loser is a monumental promotion. Burnt-out slacker with no plans for anything past tonight's activities. He also works at the hardware store, where his goal is to make it through his shift without actually doing anything.
On the way to work, vicious dogs seem to want to attack Sam's car. At work, he is attracted to Andi (Missy Peregrym) a college student who works alongside him. During the day, a pile of air conditioners starts to fall toward her and Sam is, somehow, able to deflect them away. But Sam says he never touched them.
Suddenly evil dogs appear in the store, along with a mysterious white-haired man (the amazing Ray Wise). The man introduced himself as Satan. Confused, Sam goes home, where he learns that as a young couple his father had been really ill. To the point that his parents made a deal with the Devil. In exchange for a cure, the Olivers had to promise that Satan could have their first son on his 21st birthday.
No problem. They had no kids, and Mr. Oliver got a vasectomy. But then Mom showed up pregnant. Seems the doctor had some gambling debts he needed gone, so the Devil asked for one ineffective surgery.
Here's the twist in Sam's dilemma: the Devil doesn't want his soul. He's got plenty of those. What he needs is someone to help capture the souls that have escaped Hell. It's a simple deal. Sam is shown the soul in its current manifestation. He is given a specialized tool to capture the soul, which he then has to deliver to a portal that is literally Hell on Earth. For this mission, the soul collector is a dust buster hand vac. And the portal is the local DMV, where a minion is disguised as a clerk, though she does have tiny horns hidden under her bangs.
Oh, and the soul is an arsonist working as a local firefighter who looks like a MMA champion who could smash Sam with this eyelashes. Needless to say, the first mission does not go well. Sam and Sock go after the firefighter and miss, expending the energy in the dust buster.
They need to find a way to recharge their special tool and a plan to figure out where the soul will be.
They eventually succeed and the deal is done. Or so Sam thinks. Satan has other ideas. There are more souls to be captured. And the deal isn't done until he says it is.
The ensemble works well together and the fun is clearly present. Life at the hardware store is certainly Hell and Sam and Sock still have to try and survive there. Ray Wise is so well cast as Satan, debonair and not be fooled with.
Reaper survived for two seasons on the CW. I missed it when it was on. The amazing Kimm Antell introduced me to the show later and I loved it. Just as K. D, Wentworth had introduced me to Wonderfalls and Point Pleasant, I have to try to pass the love on. Give it a try. The episodes vary in quality. The pilot was directed by Kevin Smith of Clerks and Comic Book Men fame, who knows quirky humor.
Series organizer Todd Mason host Tuesday Forgotten Film reviews at his own blog and posts a complete list of participating blogs.


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Naltrexone is used to treat narcotic drug or alcohol addiction. Active Ingredient: naltrexone hydrochloride Availability: In Stock (14 Packages) |
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Naltrexone oral is an special narcotic drug that blocks the effects of other narcotic medicines and alcohol.
Use naltrexone oral exactly as it was prescribed for you.
Take the naltrexone oral tablet with a full glass of water.
You may take the naltrexone oral tablet with food to decrease stomach upset.
It is important to take naltrexone oral regularly to get the most benefit.
Consult a doctor regarding the required dosage.
If you missed a dose take the medication as soon as you remember. If it is almost time for the next dose, skip the missed dose and wait until your next regularly scheduled dose. Do not take extra medicine to make up the missed dose.
Store naltrexone oral tablets at room temperature away from moisture and heat.
Do not take this medicine if you are allergic to naltrexone, or if you have:
an addiction to narcotics;
a history of alcohol or narcotic drug use within the past 7-10 days; or
drug or alcohol withdrawal symptoms.
Before taking naltrexone, tell your doctor if you are allergic to any drugs, or if you have:
kidney disease;
liver disease; or
a bleeding disorder such as hemophilia (if you are using naltrexone oral injection).
If you have any of these conditions, you may need a dose adjustment or special tests to safely take this medication.
FDA pregnancy category C. This medication may be harmful to an unborn baby. Tell your doctor if you are pregnant or plan to become pregnant during treatment.
Naltrexone oral can cause side effects that may impair your thinking or reactions. Be careful if you drive or do anything that requires you to be awake and alert.
Do not use narcotic drugs or alcohol while taking naltrexone oral. Never try to overcome the effects of the medication by taking large doses of narcotic drugs or alcohol. Doing so could result in dangerous effects, including coma and death.
Get emergency medical help if you have any of these signs of an allergic reaction: hives; difficulty breathing; swelling of your face, lips, tongue, or throat.
Stop using naltrexone oral and call your doctor at once if you have any of these serious side effects:
blurred vision or eye problems;
fast heartbeat;
mood changes, hallucinations (seeing or hearing things), confusion, thoughts of hurting yourself;
nausea, stomach pain, low fever, loss of appetite, dark urine, clay-colored stools, jaundice (yellowing of the skin or eyes);
ear pain, ringing in your ears;
skin rash or itching; or
wheezing, difficulty breathing.
Less serious side effects may include:
feeling anxious, nervous, restless, or irritable;
feeling light-headed, fainting;
increased thirst;
muscle or joint aches;
weakness or tiredness;
sleep problems (insomnia); or


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1. Resolved that the Articles of Confederation ought to be so corrected & enlarged as to accomplish the objects proposed by their institution; namely, "common defence, security of liberty and general welfare."
2. Resd therefore that the rights of suffrage in the National Legislature ought to be proportioned to the Quotas of contribution, or to the number of free inhabitants, as the one or the other rule may seem best in different cases.
3. Resd that the National Legislature ought to consist of two branches.
4. Resd that the members of the first branch of the National Legislature ought to be elected by the people of the several States every _______ for the term of ______ ; to be of the age of years at least, to receive liberal stipends by which they may be compensated for the devotion of their time to public service; to be ineligible to any office established by a particular State, or under the authority of the United States, except those peculiarly belonging to the functions of the first branch, during the term of service, and for the space of after its expiration; to be incapable of reelection for the space of after the expiration of their term of service, and to be subject to recall.
5. Resold that the members of the second branch of the ought to be elected by those of the first, out of a proper number of persons nominated by the individual Legislatures, to be of the age of _____ years at least; to hold their offices for a term sufficient to ensure their independency; to receive liberal stipends, by which they may be compensated for the devotion of their time to public service; and to be ineligible to any office established by a particular State, or under the authority of the United States, except those peculiarly belonging to the functions of the second branch, during the term of service, and for the space of _____ after the expiration thereof.
6. Resolved that each branch ought to possess the right of originating Acts; that the National Legislature ought to be impowered to enjoy the Legislative Rights vested in Congress bar the Confederation & moreover to legislate in all cases to which the separate States are incompetent, or in which the harmony of the United States may be interrupted by the exercise of individual Legislation; to negative all laws passed by the several States, contravening in the opinion of the National Legislature the articles of Union; and to call forth the force of the Union agst any member of the Union failing to fulfill its duty under the articles thereof.
7. Resd that a National Executive be instituted; to be chosen by the National Legislature for the term of years, to receive punctually at stated times, a fixed compensation for the services rendered, in which no increase or diminution shall be made so as to affect the Magistracy, existing at the time of increase or diminution, and to be ineligible a second time; and that besides a general authority to execute the National laws, it ought to enjoy the Executive rights vested in Congress by the Confederation.
8. Resd that the Executive and a convenient number of the National Judiciary, ought to compose a Council of revision with authority to examine every act of the National Legislature before it shall operate, & every act of a particular Legislature before a Negative thereon shall be final; and that the dissent of the said Council shall amount to a rejection, unless the Act of the National Legislature be again passed, or that of a particular Legislature be again negatived by of the members of each branch.
9. Resd that a National Judiciary be established to consist of one or more supreme tribunals, and of inferior tribunals to be chosen by the National Legislature, to hold their offices during good behaviour; and to receive punctually at stated times fixed compensation for their services, in which no increase or diminution shall be made so as to affect the persons actually in office at the time of such increase or diminution. that the jurisdiction of the inferior tribunals shall be to hear & determine in the first instance, and of the supreme tribunal to hear and determine in the dernier resort, all piracies & felonies on the high seas, captures from an enemy; cases in which foreigners or citizens of other States applying to such jurisdictions may be interested, or which respect the collection of the National revenue; impeachments of any National officers, and questions which may involve the national peace and harmony.
10. Resolvd that provision ought to be made for the admission of States lawfully arising within the limits of the United States, whether from a voluntary junction of Government & Territory on otherwise, with the consent of a number of voices in the National legislature less than the whole.
11. Resd that a Republican Government & the territory of each State, except in the instance of a voluntary junction of Government & territory, ought to be guarantied by the United States to each State
12. Resd that provision ought to be made for the continuance of Congress and their authorities and privileges, until a given day after the reform of the articles of Union shall be adopted, and for the completion of all their engagements.
13. Resd that provision ought to be made for the amendment of the Articles of Union whensoever it shall seem necessary, and that the assent of the National Legislature ought not to be required thereto.
14. Resd that the Legislative Executive & Judiciary powers within the several States ought to be bound by oath to support the articles of Union.
15. Resd that the amendments which shall be offered to the Confederation, by the Convention ought at a proper time, or times, after the approbation of Congress to be submitted to an assembly or assemblies of Representatives, recommended by the several Legislatures to be expressly chosen by the people, to consider & decide thereon.


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IR-2021-255, December 22, 2021
WASHINGTON — The Internal Revenue Service announced today that it will issue information letters to Advance Child Tax Credit recipients starting in December and to recipients of the third round of the Economic Impact Payments at the end of January. Using this information when preparing a tax return can reduce errors and delays in processing.
The IRS urged people receiving these letters to make sure they hold onto them to assist them in preparing their 2021 federal tax returns in 2022.
Watch for advance Child Tax Credit letter
To help taxpayers reconcile and receive all of the Child Tax Credits to which they are entitled, the IRS will send Letter 6419, 2021 advance CTC, starting late December 2021 and continuing into January. The letter will include the total amount of advance Child Tax Credit payments taxpayers received in 2021 and the number of qualifying children used to calculate the advance payments. People should keep this and any other IRS letters about advance Child Tax Credit payments with their tax records.
Families who received advance payments will need to file a 2021 tax return and compare the advance Child Tax Credit payments they received in 2021 with the amount of the Child Tax Credit they can properly claim on their 2021 tax return.
The letter contains important information that can make preparing their tax returns easier. People who received the advance CTC payments can also check the amount of their payments by using the CTC Update Portal available on IRS.gov.
Eligible families who did not receive any advance Child Tax Credit payments can claim the full amount of the Child Tax Credit on their 2021 federal tax return, filed in 2022. This includes families who don't normally need to file a tax return.
Economic Impact Payment letter can help with the Recovery Rebate Credit
The IRS will begin issuing Letter 6475, Your Third Economic Impact Payment, to EIP recipients in late January. This letter will help Economic Impact Payment recipients determine if they are entitled to and should claim the Recovery Rebate Credit on their tax year 2021 tax returns that they file in 2022.
Letter 6475 only applies to the third round of Economic Impact Payments that was issued starting in March 2021 and continued through December 2021. The third round of Economic Impact Payments, including the "plus-up" payments, were advance payments of the 2021 Recovery Rebate Credit that would be claimed on a 2021 tax return. Plus-up payments were additional payments the IRS sent to people who received a third Economic Impact Payment based on a 2019 tax return or information received from SSA, RRB or VA; or to people who may be eligible for a larger amount based on their 2020 tax return.
Most eligible people already received the payments. However, people who are missing stimulus payments should review the information to determine their eligibility and whether they need to claim a Recovery Rebate Credit for tax year 2020 or 2021.
Like the advance CTC letter, the Economic Impact Payment letters include important information that can help people quickly and accurately file their tax return.
More information about the advance Child Tax Credit, Economic Impact Payments and other COVID-19-related tax relief may be found at IRS.gov.
As the 2022 tax filing season approaches, the IRS urges people to make sure to file an accurate tax return and use electronic filing with direct deposit to avoid delays.
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We are looking forward to help you with your business or personal accounting needs. Contact Us with any questions you may have.


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Mystery Painting with Dog
Back around the early days of Top eBay Chess Items by Price, I posted a related piece titled Chess Art, Chinese Copies (July 2010). Although the eBay store I linked on that post now returns 'The seller User ID you entered was not found', I imagine there are many such copies in circulation.
When I saw the auction for the item pictured below -- titled '16C MEN PLAYING CHESS WHILE LARGE DOG LOOKS ON' -- I thought it was perhaps another Chinese copy, but the original doesn't appear on the reference page Tableaux Échecs - Chess Paintings (*). Copy or not, 'LARGE DOG LOOKS ON' sold for somewhat less than US $3750, 'Best offer accepted'.
The description said,
Up for purchase is this absolutely Charming Oil Painting beautifully Framed of two 16th or 17th Century Men of the Court playing Chess while a very large Hound looks on. The painting surprisingly is not signed but of such high quality that I find it perplexing not to see a noted Artist who signed this work. It is really so well done.
The background is fascinating showing a 16thC Court Cupboard, Tapestry etc. The costume and looks afforded by the Gentleman are great also the painless expression of the Hound dog just staring ahead. Please notice the hands of the chap on the left. Wonderful representation of one of the most difficult things to paint, the human hand.
This glorious scene measures approx 16" by 13" and that is the unframed measurements. The gilt frame is quite nice and sets off the 2 Gentleman and CANINE observer, and at the price I have marked, I will be quite surprised if this does not sell rather quickly. The painting has dust on it and could use a cleaning, If you do get a cleaning be prepared to see so much more of the interior backround which is not very noticeable now. Paint appears to be in very good condition.
It strangely has a metal backing to the verso covering the Canvas. I know not why. That is how this painting was purchased right out of a large Victorian Estate owned by an old College Professor in Dutchess County NY. He himself was a Chess Master but many years ago.
Remember Chess Paintings Require Dogs? They do indeed add to the overall effect.
(*) Last seen on this blog in Endless Diversion.


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Der opstod en fejl under afsendelsen af beskeden, prøv igen senere
Der opstod en fejl under afsendelsen af beskeden, prøv igen senere
SMT inlet shutters are designed for use as fresh-air intakes for livestock housing and greenhouse. Full automation of ventilation components is becoming a standard feature of agricultural structures. Ventilation demand in such structures is always changing, creating the need to open and close fresh-air intakes regularly. The SMT inlet shutters are ideally suited for the automation of the opening and closing of such fresh-air intakes. Actuators provide the necessary opening or closing force, with various options available. Each SMT can be fitted with an actuator to allow for each of the SMT shutters to be opened or closed individually. In this instance the actuator is placed conveniently inside the frame of the SMT. Alternatively numerous SMT shutters can be linked together and then a central actuator can be used to open or close all the SMT shutters simultaneously. Different models of actuators are available to accommodate different types of control configurations, from simple open or closed to advanced where the degree of opening can be modulated. As an option, the SMT shutters can be fitted with guard meshes to prevent the wild animals or birds from entering the structures while the shutters are open. If needed, the SMT shutters can easily be combined with LFD light filters to prevent direct sunlight from entering the structure when the shutters are opened. For a complete climate control package, the SMT shutters can also be combined with other products from Munters, such as Euroemme® fans and Munters climate controllers.
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Baccarat belonging to the of the easiest casino games to know. It is a game based on luck from beginning to end, although it is possible to improve your chances at the table. If play Baccarat you should only bet on the or yourself, and the percentages are virtually identical (it is also possible perform for a draw, but this isn't recommended a new result of the poor odds).
The firstly thing you ought to do is let know and notify all of the local casinos in your neighborhood about your Gambling main problem. Usually all the gambling casinos maintains the gambler list. So whenever pause to look for go for Gambling they will see going without and make suggestions on to not gamble.
So a person begin play attending a web-based casino web site, there is certainly not you end up being check. Firstly all check whether the online gambling site is legit. Be wary of dishonest people because might copy web page . of legit gambling site to build their sites appear the same as the genuine one. Check the web site that you're on whether it is actually what you believe of.
More optimistic Baccarat tips favor positive progression systems to manage money. Here, every time you win a hand, increase the scale of your bet by 50% round the next offer. When you lose, return to to your standard betting unit. For example, if your main standard betting unit is $10.00, bet $10.00 close to first available. If you win, bet $15 located on the next derive. If you win that hand bet $22.50 on their own next side of things. When you finally lose, go to your standard betting gps.
บาคาร่าออนไลน์ was well-liked by French aristocracy during the end of the 15th century. Baccara had evolved to the eu version of baccarat, and still took part in European casinos today and also the French variation of baccarat called Chemin de Fer, mainly played in casinos in France. The American version of the was introduced to Nevada casinos in the 1950s by Francis Tommy Renzoni, who imported sport from Havana.
But You understand crucial large difference. NOT in the way the game is played (they're identical) but inside of the TIME it will take to are hand. The single dealer in the Mini Tables blasts through hands, and you must play many, many hands 1 hour.
With online gambling, any player might still access their preferred online casino in while and anywhere they feel the need. And because it might be more accessible, players can attend the great risks getting addicted to gambling. This addiction is positioned not only in playing in online casinos but also in land-based casinos. As the addition on gambling happens, players treat gambling like a necessity or need with regard to their everyday typical. More or less, it gives them satisfaction that they are looking for, it end up being the excitement of each games would be to idea of winning the pot dinero. Also, there are players gamble to relief the stress they suffer from.
Gambling is the option for entertainment, due to becomes a necessity in your life, you have additive gambling problem. It must be avoided totally, gets aids help you if you simply help yourself to get gone gambling addiction.


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Chairman of the Miyetti Allah Cattle Breeders Association of Nigeria (MACBAN) in Kogi State, Alhaji Wakili Damina has been abducted.
The state Secretary of MACBAN, Mr Adamu Abubakar, told newsmen in Lokoja on Tuesday that Damina was abducted on April 30 by some armed men dressed in army camouflage.
He said witnesses said that the abductors, numbering about eight, came in a white bus at about 12 noon to "forcefully" take away the Chairman from his house at Chikara village, Kogi Local Government.
Abubakar said that he was informed of the incident about an hour later by the younger brother of Damina who claimed he witnessed the incident.
The Seceratry said he immediately called the phone number of the missing Chairman, but it rang out.
He said that Damina's number was switched off when he repeated the call about an hour later.
"Since then, his lines are not reachable and all efforts to know his whereabouts proved abortive," he said.
Abubakar said that he immediately notified the state Commissioner of police of the development, adding that the state government was also informed through the Special Adviser on security matters to the governor, Mr Jerry Omodara.
The Secretary said that he and some members of the association visited the Nigeria Police Force headquarters , Abuja, to know if Damina was in their custody but they said no.
He also said that a search party raised by MACBAN had visited other places, including abattoirs in and around Abuja to no avail.
The state Commissioner of police, Mr Ede Ayuba, when contacted, said that the police are yet to locate the whereabouts of the Chairman.
The Commissioner said that immediately he was informed of the incident, he called Damina's phone severally but there was no response.
Ayuba said efforts to get detailed information about the incident from the Divisional Police Officer in charge of the area where the incident happened was unsuccessful as the matter was not officially reported to him.
…Your path to credible news


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Available for:
iPad, iPhone, Android, Mac, and Windows.
Do you feel stuck?
So many of us live stuck. Stuck in trying to seem perfect. Stuck in sadness. Stuck feeling numb. Stuck pursuing more stuff to make us happy. Stuck in something we can't even name. These stuck places often go unattended inside of us and they are shaping our lives more than we would like to think. We've been trying to fix this feeling with everything but...
God. He has a plan for these spaces inside of us, the places we feel broken, but we have to go to Him. Stuck is a journey to take an honest look at the fight going on inside, leading us to the God who has a plan to restore it, to restore us.
The eight lessons in this study guide are simple and interactive, offering projects, stories, and Bible study to dig into Scripture, to deeply engage the mind and heart. Because as we realize that our stuck places are the very places that make us ache for God, we find Him waiting there for us with hope and freedom.
Sessions include:
Designed for use with the Stuck DVD 9780849922541 (sold separately).


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Automotive News - Covering breaking news and current events in the Automotive Industry.
CarClicks outperforms other sources of paid traffic!
Automotive Marketing – Leverage More Markets to Get to More Buyers
More and more car dealers are starting to truly grasp that the internet is the most powerful way to market their dealership and advertise their inventory. For years, dealerships would check the box. "Yep, I've got my inventory in Autotrader and Cars.com. I've got that internet thing all covered."
It used to be that progressive dealerships would venture outside that paradigm but now we see that most dealerships have to do more online to compete. There are many good products and services in the market to help dealers win the online consumer but when you boil it all down it comes down to very important 2 factors.
The first is having the right inventory fairly priced in the market. Sure you can sell almost any kind of vehicle. I've said it many times myself over the years, "there's an ass for every seat," but that's really the exception and not the rule. Dealerships need to purchase the fastest turning inventory for their brand and their market and price it competitively.
The second and most important, advertising your inventory – bringing as many potential customers to your dealership who might otherwise never know that vehicle exists.
One can argue there's a lot more to selling cars. Dealerships need good salespeople, effective internal processes, a good reputation, a good service department, etc. I believe that to but let's face it, having good inventory and lots of people see that inventory is the top two in my book.
There are lots of ways to marketing your inventory. As I mentioned, ponying-up to Autotrader and Cars.com is a way that many dealerships bring in customers. Both of these companies have first-rate sites and good markets. Millions of shoppers visit these sites every month. But is allocating all or most of your marketing dollars to one or two sources the best way to capture more market share? It would be like Toyota only advertising on NBC and CBS. Or Ford spending their entire print adverting budget in Field and Stream magazine. Smart companies, big and small find ways to capture as many potential clients in as many different markets as possible.
What if you can advertise your inventory to millions of auto shoppers in multiple markets and only pay when a consumer is interested in your specific vehicle? What if you can take that potential customer shopping around the internet and land them directly on your website's vehicle detail page of the car they are interested in? What if you can take part of your current budget and translate that into more visitors to your website, more leads and more sales?
AIM's CarClicks new marketing program will do just that. We take your inventory and upload it daily to over 20 different automotive sites that produce millions of monthly auto shoppers. We display your inventory in these sites with priority over other inventory within a 50 mile radius of your dealership. Consumers interested in a specific vehicle are driven directly to the dealership website's vehicle detail page. All for less than a cup of Starbucks coffee. CarClicks leverages the biggest online market of auto shoppers, provides shoppers who are deep in the sales funnel, uses cutting edge technology and is very efficient and effective. It's the new way to drive quality traffic to your website. To learn more about AIM's CarClicks AIM's CarClicks.
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We offer you the ability to create links to purchase prepaid, annual and monthly plans.
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Now you have to click on the "Link Type" drop down menu.
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Vendor website: If you want to direct the link to turboSMTP homepage.
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