Karl Albert Buehr (1866–1952) was a painter born in Germany.

Buehr was born in Feuerbach – near Stuttgart. He was the son of Frederick Buehr and Henrietta Doh (Dohna?). He moved to Chicago with his parents and siblings in the 1880s. In Chicago, young Karl worked at various jobs until he was employed by a lithograph company near the Art Institute of Chicago. Introduced to art at work, Karl paid regular visits to the Art Institute, where he found part-time employment, enabling him to enroll in night classes. Later, working at the Institute as a night watchman, he had a unique opportunity to study the masters and actually posted sketchings that blended in favorably with student’s work. Having studied under John H. Vanderpoel, Buehr graduated with honors, while his work aroused such admiration that he was offered a teaching post there, which he maintained for many years thereafter. He graduated from the Art Inst. of Chicago and served in the IL Cav in the Spanish–American War. Mary Hess became Karl’s wife—she was a student of his and an accomplished artist in her own right. In 1922, he was elected into the National Academy of Design as an Associate member.

Art Studies in Europe

In 1904, Buehr received a bronze medal at the St. Louis Universal Exposition, then, in 1905, Buehr and his family moved to France, thanks to a wealthy Chicago patron, and they spent the following year in Taormina, Sicily, where the artist painted local subjects, executing both genre subjects and landscapes as well as time in Venice. Buehr spent at least some time in Paris, where he worked with Raphaël Collin at the Académie Julian.

Giverny and American Impressionism

Prior to this time, Buehr had developed a quasi-impressionistic style, but after 1909, when he began spending summers near Monet in Giverny, his work became decidedly characteristic of that plein-air style but he began focusing on female subjects posed out-of-doors. He remained for some time in Giverny, and here he became well-acquainted with other well known expatriate America impressionists such as Richard Miller, Theodore Earl Butler, Frederick Frieseke, and Lawton Parker. It seems likely that Buehr met Monet, since his own daughter Kathleen and Monet’s granddaughter, Lili Butler, were playmates, according to George Buehr, the painter’s son. His other daughter Lydia died before adulthood due to diabetes. He returned to Chicago at the onset of World War I and taught at The Art Inst for many years. One of his noted pupils at the Art Institute was Archibald Motley, Jr. the famous African American “Harlem” Renaissance painters. Motley credits Buehr with being one of his finest teachers and one who encouraged his style.

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A little-known group calling itself the Symbionese Liberation Army (SLA) has said its members are responsible for kidnapping the 19-year-old newspaper heiress, Patty Hearst, in California two days ago. The group sent a letter to a radio station in Berkeley, California, saying it was holding Miss Hearst in "protective custody".

The letter included a petrol credit card issued to Miss Hearst’s father, Randolph Hearst, president of the San Francisco Examiner newspaper.

For their sake and ours, and especially for Patricia, we plead with them not to make it any worse.

Randolph and Catherine Hearst

Miss Hearst stands to inherit the vast Hearst publishing empire, founded by her grandfather, the flamboyant media tycoon, William Randolph Hearst. The letter went on to say it was "an arrest warrant issued by the Court of the People," and ransom demands would be made in later communications. It warned that Miss Hearst would be executed "should any attempt be made by authorities to rescue the prisoner".

The SLA is a shadowy, violent underground organisation with radical political views.It emerged for the first time only last November, when it said it had carried out the murder of the popular black school administrator, Marcus Foster. He was shot dead, and a colleague wounded, as he left his school in Oakland, California.

Patricia Hearst was taken from her flat in Berkeley two days ago, by a group of two men and a woman. Her fiancé, Steven Weed, and a neighbour, Peter Benenson, were badly beaten in the struggle.

Police helicopters have been searching the hills near the University of California for the white estate car which they believe was used in her kidnapping.

Police now say they suspect at least five people, including two women, were involved in the kidnapping, after evidence from the owner of one of the two getaway cars. He was left bound and blindfolded in a back seat after the car was abandoned.

Miss Hearst’s parents issued a plea to the kidnappers in a statement yesterday, saying, "At this point, their only crime is abduction. For their sake and ours, and especially for Patricia, we plead with them not to make it any worse."

In Context:

The SLA held Patty Hearst hooded and tied up in a cupboard.

Over the following weeks, the group apparently brainwashed her into accepting their ideas, until in April 1974 she was caught on closed circuit television helping them to rob a bank.

She went on the run, but was caught by the FBI. After a sensational trial, she was sentenced to seven years’ imprisonment, but was released after three years. She was pardoned in January 2001 by President Clinton.

Hearst married her police bodyguard, Bernard Shaw, and now lives in Connecticut with two daughters.

The SLA is thought to have only ever had about 12 members. Six, including the group’s leader, Donald DeFreeze, were killed in a police shootout two months after the kidnapping.

The remaining five members lived quietly under assumed names for over 20 years, until the FBI tracked them down. The last SLA fugitive, James Kilgore, was arrested in Cape Town in South Africa in 2002. All are now in jail.

Text from BBC’s OnThisDay

Movie from travelfilmarchive on Youtube

SS La Touraine was an ocean liner that sailed for the Compagnie Générale Transatlantique from the 1890s to the 1920s. Built in France in 1891, she was primarily employed in transatlantic service on the North Atlantic. The liner was scrapped in Dunkirk in October 1923.

History

La Touraine was laid down by Compagnie Générale Transatlantique in Saint-Nazaire and launched 21 March 1890. Built for France to New York service, she was the fifth-largest steamer in the world at the time of her launch. She had a 8,893 gross tonnage (GT) and measured 158.55 metres (520 ft 2 in) long between perpendiculars, and was 17.07 metres (56 ft 0 in) wide. Equipped with twin triple-expansion steam engines driving two screw propellors that drove her at 19 knots (35 km/h), she was outfitted with two funnels and four masts. La Touraine was initially equipped with accommodations for 392 first-class, 98 second-class, and 600 third-class passengers. La Touraine sailed on her maiden voyage from Le Havre to New York on 20 June 1891.

In September 1892, a cholera outbreak, traced to a United States immigrant brought aboard the Hamburg-Amerika steamer Moravia, caused all steerage traffic to be suspended and CGT’s New York traffic to depart from Cherbourg for the next two months.

From November 1900 to January 1902, La Touraine was refitted at Saint-Nazaire to 8,429 GT. Her engines were overhauled, she had bilge keels installed, and two masts removed. Her third-class passenger capacity was increased to 1,000. On 21 January 1903, La Touraine was damaged at Le Havre by a fire that destroyed her grand staircase, the first-class dining room, and her "de luxe" cabins, all of which were later rebuilt. In 1906, La Tourainewas still on the New York route, sailing opposite La Savoie and La Lorraine. In 1910 her passenger capacity was reduced, accommodating 69 first-, 263 second-, and 686 third-class passengers. In 1912 while on a transatlantic voyage La Touraine was one of a number of ships that related wireless radio warnings about icebergs to the RMS Titanic shortly before that ship’s now-famous collision with an iceberg.

In May 1913, she began sailing from Le Havre to Montreal via Quebec carrying only second- and third-class passengers. In October 1913, while still on this route, she was one of ten ocean liners that came to the aid of the stricken Uranium Line steamer Volturno that had caught fire. During the rescue efforts, La Touraine came within 15 feet (4.6 m) of colliding with the Red Star liner Kroonland, also participating in the rescue attempt. La Touraine began her fifth and final round trip on the Montreal run in June 1914.

At the outbreak of World War I, the French government took over many of CGT’s liners—including La Touraine—for a variety of duties. At some point after being released from government service, La Touraine resumed Le Havre–New York service, and again carried first-class passengers, until March 1915. After the German invasion of France in April 1915, CGT shifted its base of operations to Bordeaux; La Touraine began Bordeaux–New York service in at that time, remaining on that route until September 1919, when the war’s end allowed the resumption of departures from Le Havre. After resuming Le Havre–New York service, La Touraine carried cabin- and third-class passengers only through her last voyage in September 1922. With the post-war boom in North Atlantic traffic over, CGT sold La Touraine. The liner was scrapped in Dunkirk in October 1923.

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The GAZ-M20 "Pobeda" (Russian: ГАЗ-М20 Победа; Победа) was a passenger car produced in the Soviet Union byGAZ from 1946 until 1958. It was also licensed to Polish Fabryka Samochodów Osobowych, as FSO Warszawa. Although usually known as the GAZ-M20, an original car’s designation at that time was just M-20, for "Molotovets" (GAZ factory bore a name of Vyacheslav Molotov).

Originally intended to be called Rodina (Homeland), the name Pobeda (Victory) was a back-up, but was preferred by Stalin. The first Pobeda was developed in the Soviet Union under chief engineer Andrei A. Liphart. "Pobeda" means "victory"; and the name was chosen because the works started in 1943 at Gorky Avto Zavod (GAZ, "Gorky Car Plant"), when victory in World War II began to seem likely, and the car was to be a model for post-war times. (The plant was later heavily bombarded, but work was unaffected.) Styling was done by the imaginative and talented Veniamin Samoilov, which admitted to have drawn inspiration from the 1938 Opel Kapitän. The monocoque body and front suspension is also of a similar construction. The modern ponton styling, with slab sides preceded many Western manufacturers. The M20 was the first Soviet car using entirely domestic body dies; it was designed against wooden bucks, which suffered warping, requiring last-minute tuning by GAZ factory employees. The first prototype was ready on November 6, 1944 (for an anniversary of the October Revolution), and after it gained approval the first production model rolled off the assembly line on June 21, 1946. It was the first Soviet car with electric windshield wipers(rather than mechanical- or vacuum-operated ones). It also had four-wheel hydraulic brakes.

During the design process, GAZ had to choose between a 62 hp (46 kW; 63 PS) 2,700 cc (165 cu in) 2,112 cc (129 cu in) inline four; Stalin preferred the four, so it was used. For cost efficiency, the engine construction was based on that from a 1935 Dodge D5 of which the plans were purchased from Chrysler for $20 000,-. In addition, the headlights were covered by an American patent.

Production was difficult; by the end of 1946, only twenty-three cars were completed, virtually by hand. Truly mass production had to wait until 28 April 1947, and even then, only 700 were built before October 1948. There were numerous problems. The Soviet Union was unable to produce steel sheets large enough for body panels, so strips had to be welded together, which led to countless leaks and 20 kg (44 lb) of solder in the body, as well as an increase in weight of 200 kg (440 lb). Steel quality was so bad, up to 60% was rejected, and overall quality was so poor, production actually stopped, by order of the government and the company’s director was fired.

After making 346 improvements, and adding two thousand new tools, the Pobeda was restored to production. It had a new carburettor, different final drive ratio (5.125:1 rather than 4.7:1), strengthened rear springs, improved heater, and the ability to run on the low-grade 66[octane] fuel typical in the Soviet Union. (Among the changes was a 5 cm (2.0 in) lower rear seat, enabling Red Army officers to ride without removing their caps.) The improvements enabled the new Pobeda to reach 50 km/h (31 mph) in 12 seconds, half the previous model’s time.

The improved Pobeda was placed in production 1 November 1949, and the techniques needed to develop and manufacture it effectively created the Soviet automobile industry. In 1952, improved airflow in the engine increased power from 50 hp (37 kW; 51 PS) to 52 hp (39 kW; 53 PS); it climbed to 55 hp (41 kW; 56 PS), along with the new grille, upholstery, steering wheel, radio, and radiator badge, as the M20V (Russian: М-20В), 1955.

A column shift synchromesh gearbox appeared in 1950, replacing the floor-shifted "crash box". In 1949 debuted a cabriolet(without a separate designation, surviving until 1953), and a taxi M-20A, with cheaper interior (first regular taxi model in Moscow); some of the cabriolets were also used as taxis.

The car was a successful export for the USSR, and the design was licensed to the Polish FSO factory in Warsaw, where it was built as the FSO Warszawa beginning in 1951, continuing until 1973. A few were assembled in Pyongyang, North Korea.

Weighing 1,460 kg (3,219 lb), the Pobeda has 2.1 litre sidevalve straight-4 engine producing 50 hp (37 kW) and top speed of 105 km/h (65 mph).

The Pobeda was the first Soviet automobile to have turn signals, two electric wipers, an electric heater, and a built-in AM radio. The car came to be a symbol of postwar Soviet life and is today a popular collector’s item.

In 1949-53, 14,222 M-20s were built with 4-door convertible body (of ‘cabrio coach‘ type), but sales were poor and the GAZ never returned to the idea of mass-producing a convertible. The only reason to create a cabriolet, less practical in Soviet climate, were low production capabilities of sheet metal, due to war damage.

In 1955, the first "comfortable mass-produced" monocoque all-wheel drive vehicle appeared, the M72, with a four-wheel drive system adapted from the contemporary Soviet GAZ-69. It was the brainchild of Vitaly Gracheva, assistant to the GAZ-69’s chief engineer, Grigory Moiseevich. It used a standard Pobeda transmission, mated to the GAZ-69 front axle, leaf spring suspension, and transfer case, with a brand-new rear axle (used on no other vehicle, a rarity for Soviet car production). The body had fourteen panels added to strengthen the floor, frame, doors, and roof. Trim and interior were otherwise the same as the M20, and in all, 4,677 were built by end of production in 1958.

A limited edition M20G for the KGB (number unknown, but very small), powered by a 3,485 cc (212.7 cu in) straight six (from the GAZ M12 ZIM), was also produced, giving the Pobeda a top speed reportedly 87 mph (140 km/h), and 0–60 mph (0–97 km/h) time was down to 16 seconds from the stock model’s 34; handling was compromised by the extra front-end weight.

Total production of the Pobeda was 235,999, including 37,492 taxis and 14,222 cabriolets. A great number of cars was used by government organizations and government-owned corporations, including taxicab parks (there were no private taxis in the USSR). Despite its 16,000 ruble price tag, with average wage 800 ruble, the Pobeda was available to buy for ordinary citizens, and only from 1954-1955 a demand for cars in the USSR started to overgrow a production, and there appeared long queues to buy a car It was also the first serious opportunity for the Soviet automobile industry to export cars, and "Western drivers found it to be almost indestructible".

The Pobeda was replaced by the GAZ M21 Volga.

Text from Wikipedia 

Between 1945 and 1960 there was strict restrictions on new car sales of in Norway, but for some reason this did not go for Eastern European cars so my childhood was full of Pobedas, Volgas, Skodas, Tatras and lesser known cars from behind the iron Curtain – Ted

Enrica Bianchi Colombatto (born July 23, 1942 in Brescia, Lombardy) is an Italian actress, usually known by her stagename of Erika Blanc.

Movie career

Her most notable role was as the first fictional character Emmanuelle in Io, Emanuelle. Blanc also starred in several horror films, including Kill, Baby, Kill, The Night Evelyn Came Out of the Grave, The Devil’s Nightmare, and Mark of the Devil Part II.

She recently came back with little but very intense roles under the direction of Turkish-born director Ferzan Özpetek, acting as Antonia’s mother in Le fate ignoranti(2001), and as the sensitive, alcohol-addicted Maria Clara in Cuore Sacro (2005). In 2003 she also starred as the grandmother in Poco più di un anno fa-Diario di un pornodivo, directed by Marco Filiberti.

In 1958, Life Magazine invited Marilyn Monroe and photographer Richard Avedon to recreate images of five celebrated actresses of different eras.  Entitled “Fabled Enchantresses,” the piece was part of the magazine’s December 22 “Christmas” issue and included an article by Marilyn’s playwright husband, Arthur Miller, entitled “My Wife, Marilyn.”

Avedon found in Marilyn an easy subject to work with, “She gave more to the still camera than every other actress – every other woman – I had the opportunity to photograph…” He added that she was more patient with him and more demanding of herself than others  and that she was more comfortable in front of the camera than when not posing.

Other actresses Monroe portrayed on the Avedon session were: Lillian Russell, Theda Bara, Jean Harlow & Marlene Dietrich

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The BMW R32 was the first motorcycle produced by BMW under the BMW name. An aircraft engine manufacturer during World War I, BMW was forced to diversify after the Treaty of Versailles banned the German air force and German aircraft manufacture. BMW initially turned to industrial engine design and manufacturing.

History

In 1919, BMW designed and manufactured the flat-twin M2B15 engine for Victoria Werke AG of Nuremberg. The engine was initially intended as a portable industrial engine, but found its main use in Victoria motorcycles. The engine was also used in the Helios motorcycle built by Bayerische Flugzeugwerke, which was later merged into BMW AG. Bayerische Flugzeugwerke also manufactured a small two-stroke engined motorcycle, called the Flink, which was not successful^.

After the merger, General Director of BMW Franz Josef Popp asked Design Director Max Friz to assess the Helios motorcycle. Upon completing his assessment, Friz suggested to Popp that the best thing that could be done with the Helios would be to dump it in the nearest lake. More specifically, Friz condemned the Douglas-style transverse-crankshaft layout, which heavily restricted the cooling of the rear cylinder.

Popp and Friz then agreed to a near-term solution of redesigning the Helios to make it more saleable and a long-term solution of an all new motorcycle design. This new design was designated the BMW R32 and began production in 1923, becoming the first motorcycle to be badged as a BMW.

The M2B33 engine in the R32 had a displacement of 494 cc and had a cast-iron sidevalve cylinder/head unit. The engine produced 8.5 hp (6.3 kW), which propelled the R32 to a top speed of 95 km/h (59 mph). The engine and gear box formed asingle unit. The new engine featured a recirculating wet sump oiling system at a time when most motorcycle manufacturers used a total-loss oiling system. BMW used this type of recirculating oiling system until 1969.

To counter the cooling problems encountered with the Helios, Friz oriented the R32’s M2B33 boxer engine with the cylinder heads projecting out on each side for cooling, as used in the earlier British-manufactured ABC. Unlike the ABC, however, the R32 used shaft final drive from a flexible coupling on the gearbox output shaft to a pinion driving a ring gear on the rear wheel hub.

The R32 had a tubular steel frame with twin downtubes that continued under the engine to the rear wheel. The front fork had a trailing link design suspended by a leaf spring, similar to the forks used by Indian at the time. The rear wheel was rigidly mounted. A drum brake was used on the front wheel, while a "dummy rim" brake was used on the rear wheel.

Legacy

The R32 established the boxer-twin, shaft-drive powertrain layout that BMW would use until the present. BMW used shaft drives in all of its motorcycles until the introduction of the F650 in 1994 and continues to use it on their boxer-twin motorcycles.

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Legends cling to many famous cars, but perhaps the most fabled of them all
is the story of the “Blue Train” Bentley.

Once upon a time, March 12, 1930, to be exact, a wager was made amongst a group of early motoring enthusiasts at a dinner party at the Carlton Hotel in Cannes, France. A high-spirited discussion was prompted by the Rover motor car’s advertisement, claiming that its Light Six was faster than the famous express train Le Train Bleu. One person in the group was Captain Joel Woolf “Babe” Barnato, a well-known playboy millionaire, the heir to a South African diamond and gold mine, an international sportsman, and one of the original “Bentley Boys,” as well as the chairman of Bentley Motors and the winner of the 24 Hours of Le Mans in 1928 and 1929. He boasted that he would have no difficulty outrunning Le Train Bleu in his Bentley Speed Six. He bet £100 on his claim.

The next day, at 5:45 p.m., Le Train Bleu steamed out of Cannes, heading to London’s Victoria Station, while Barnato and his relief driver left the Carlton Hotel in his Speed Six. Although they battled heavy rain and fog, delays from searching for fuel, a punctured tire and having to use their only spare, and a choppy ferry ride across the English Channel, they arrived at the St. James Street Conservative Club four minutes before Le Train Bleu had even reached the ferry at Calais, France. Captain Barnato won his bet; however, the French authorities promptly fined him a sum far exceeding his winnings for racing on public roads. Bentley Motors was also excluded from the 1930 Paris Salon for conducting an unauthorized race.

As for the car that he actually raced that day, that story too is one of legend. Barnato happened to have owned ten 6½-Litre cars, with seven being standard chassis and three being Speed Six chassis. For decades, the car depicted as the “Blue Train Bentley” in countless newspapers and magazines, as well as in a commemorative painting of the race with Le Train Bleu by Terence Cuneo, was Barnato’s streamlined “fastback” coupe, which had been bodied by Gurney Nutting and wore chassis number HM2855. However, the Bentley he actually drove that day was a rather unassuming black, fabric-covered saloon that had been built by H.J. Mulliner on a 1929 Bentley Speed Six chassis, number BA2592. Captain Barnato had owned that car for a year before the event, while his Gurney Nutting Coupe was still being built.

Text from RM Auctions

Dean Yeagle is an American animator and cartoonist, born in 1950 in the United States, known for his character ‘Mandy’, who has frequented the pages of Playboy Magazine.

As a young Disney fan, Yeagle set his sights on becoming an animator for Disney around the age of 10. During this time he often drew Disney characters, but later began to develop his own.

After graduating from high school, Yeagle went to art school, leaving after a year. He began his animation career in a small studio in Philadelphia with a summer job, giving him his first taste of the industry. He served four years in the Navy during the Vietnam era, and later worked for Jack Zander (who once animated Tom and Jerry cartoons for MGM) in Zander’s Animation Parlour, New York.

Seven years after starting at Zander’s Animation Parlour, Yeagle began freelancing, working for most of the New York animation studios before starting his own, Caged Beagle Productions, in 1986 with Nancy Beiman. Caged Beagle produces TV commercials, CD-ROMs, sub-contracts or consults on features and character design.

Yeagle has worked as a designer, animator and director, and he was nominated by the National Cartoonist Society (NCS) for the 2003 Gag Award for his work in Playboy Magazine.

Clients have included Blue Sky Studios, Brøderbund, Dannon, Grey Advertising, Hanna-Barbera, Holt, Rinehart and Winston, ImaginEngine, Kraft, Marvel Comics,Nestle, Playboy Enterprises, Procter & Gamble, Random House, Saatchi & Saatchi, Walt Disney Productions, Warner Bros. and Western Publishing.

Text from Wikipedia

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Passengers in fur and high heels supped champagne from crystal glasses as bee-hived air stewardesses handed out deluxe freebies, from cigars and deodorant to embossed evening robes. Come evening time, guests could stretch out on full-size sleeper beds, where they were pampered in style with thick blankets, slippers and large, fluffy pillows.

There was no need to worry about leg room; 1950s and 60s airliners such as Imperial Airways and Pan Am came with vast amounts of space. There was room enough to have space for spiral staircases, meals served on actual tables, bathrooms with urinals in, and mile-high bars serving exotic cocktails.

From luxury dining to glamorous guests and acres of space, here’s a collection of vintage photos from the golden age of air travel, via Stylist Magazine.

1. The Marvellous Meals

Once upon a time, an in-flight meal meant bow-tied waiters serving a three-course feast on actual tables, with linen tablecloths and fresh flowers to boot. Forget cardboard and polystyrene trays – it was china and glass all the way…

Passengers enjoy a drink and a game of cards in the cabin of
an Imperial Airways plane in 1936

Dining service aboard the Pan American Martin Clipper aircraft, circa 1936

2. The Leg Room

There was no such thing as reclining rows. No-one ever had to argue over space, because they had acres of it – guests could have easily performed cartwheels round the cabin if they fancied it.

Relaxing in the main salon aboard the Pan American Martin Clipper aircraft,
circa 1936

Text and images found on vintage everyday

Christianity will go,” said Lennon. “It will vanish and shrink. I needn’t argue about that. I’m right and I’ll be proved right. We’re more popular than Jesus now. I don’t know which will go first, rock ’n’ roll or Christianity.

Birmingham disc jockeys Tommy Charles, left, and Doug Layton of Radio Station WAQY rip and break materials representing the British singing group the “Beatles” on August 8, 1966. The broadcasters started a “Ban the Beatles” campaign after Beatle John Lennon was quoted as saying his group is more popular than Jesus. Charles took exception to the statement as “absurd and sacrilegious.” (AP Phot

The Beatles went up in smoke near Fort Oglethorpe, Ga., on August 12, 1966 as neighborhood youngsters severed once and for all their two–year friendship with the four world figures. The Beatlemania bonfire, planned by Chuck Smith, 13, was in protest against John Lennon remark to the effect that the Beatles a
re “more popular than Jesus.” (AP Photo)

The Beatles appear to have lost their popularity at Beaver Meadows, a small community in northeastern Pennsylvania according to the sign, “God Forever, Beatles Never”, posted along Route 93, near Hazleton on August 10, 1966. A proposal in the Pa. legislature asks the ban of any future appearance of the Beatles in this state because of a remark attributed to one of the Beatles that they are more popular than Jesus Christ. (AP Photo)

Young churchfolk from nearby Sunnyvale on the San Francisco Peninsula protest against the Beatles and John Lennon’s remark that the Beatles are more popular than Jesus.

Text and image from flashbak

You’ve just been condemned to everlasting torment (foul sinner that you are), and Beelzebub informs you that you will be listening to the same 10 records for the next 10,000 or so years.   The good news is that there’s no One Direction, Ke$ha, or Justin Bieber, in the mix – nor is there anything from the past few decades.  The bad news: Beelzebub’s playlist consists of these 10 records….

Yes, you’ll be listening to the Pan flute for the next 10 millenia.  Sadly, it doesn’t improve with time.  In fact, it seems to get worse with each listen. Abandon all hope ye who plays Zamfir.

If you thought the Pan flute was bad, wait till this annoying rascal starts playing his banjo.  You’ll want to kill yourself, but, alas, you’re already dead.  There can be no escape from young Scotty Plummer.

No Playlist of Eternal Torture is complete without something from the Boone Family catalogue.

Maybe it’s all well and good if your Scottish, but for the rest of mankind, Andy’s Hogmanay is the stuff nightmares are made of.  (Listen if you dare.)

Pan flutes, and banjos are bad….and yet, there is something much worse…

That strange noise you hear isn’t the magic of the Yamaha keyboard, it’s your sanity imploding.

As you’d expect, also on the album are “Day by Day” from Jesus Christ Superstar and “Kum Ba Yah”.     This is low, even for Beelzebub.

“Feelings” is inarguably the all-time worst song to hear over and over.   To make matters worse, it’s sung by Roger Whitaker.  And to make matters existentially unbearable, it’s on a double album!

Don’t ever let Liberace creep up behind you like this.  Bad things happen when Liberace creeps up behind you.   Listen if you dare.

Just in case your mind remained intact for the previous 9, here comes Mrs. Mills…

THE END…. OR IS IT?

Bwahahaha!  Bwahahaha! (sound of evil laughter fade out)

Text and image from flashbak

….. rolling paper is a clear sign. Who’s heard of anyone rolling regular tobacco – By the way, is it our old friend Tricky Dick aka Richard Nixon sniffing the goodies there.

Image found on beatnikdaddio

Image found on The crazed mariachi files