A Who’s Who of the Early Beatles Ensemble

Memorabilia, Music history, Popular Culture, Social History

There have been untold zillions of words written or spoken about the Beatles—in books, in music mags, in newsprint, on the web, in doco films and videos—over the last six decades. Anyone vaguely following the Liverpudlian Foursome’s stellar musical journey would be familiar with the major secondary personalities that feature prominently in the Beatles’ narrative (manager Epstein, producer Martin, the various wives and girlfriends, a few of the band’s musical peers like Jagger and Clapton, the so-called “Fifth Beatles” and so on), but after wading through weighty Beatles biographies by Hunter Davies and Phillip Norman and others, I’m more curious about the lesser dramatis personae who feature peripherally in the Beatles saga. As the Beatles journey on their irresistible path from provincial obscurity to global mega-celebrity, these less well-known names pop in and out of the various accounts of John, Paul, George and Ringo’s formative days on the nascent Liverpool rock scene…so let’s shift the spotlight away from the quartet of pop music icons momentarily on to some of the background players to note their particular part in the Beatles’ back story — most were fleeting and insignificant, others flitted in and out of the Beatles’ orbit without impact and a few were important participants out of the limelight.

Lennon & Shotton (Source: forums.stevehoffman.tv)

The bulk of the minor figures getting a mention in the early Beatles story tend to connect directly with John Lennon, not surprisingly as he was the band’s founder and driving force in the rise of the Beatles phenomena. John’s best friend in childhood was Pete Shotton, who attended the same schools as the future ‘First’ Beatle (Dovedale Infants School and Quarry Bank Grammar). Shotton was there at Lennon’s earliest foray into musical bands, initially in John’s mid-1950s skiffle boy band which became the “The Quarrymen”. Other friends of John joined them in the band including Nigel Whalley, Rod Davis Ivan Vaughan, Len Garry, Eric Griffiths, Ken Brown, Colin Hanton, Chas Newby, Bill Smith, John Duff Lowe…and a little later of course Paul McCartney and his baby-faced pal George Harrison and Stu Sutcliffe (Quarrymen membership history was very fluid). Vaughan’s not insignificant claim to fame resides in his being the member/friend who introduced Paul to John at that famous 1957 church fete. Shotton, Vaughan and Whalley had the further distinction of forming the nucleus of John’s “Woolton Gang”…a mischievous, juvenile ”gang of four” imitating and paying homage to Lennon’s all-time favourite hero of children’s fiction, ’William’ from Richmal Cromwell’s Just William books. Of his many childhood friends and associates, John’s connexion with Pete Shotton lasted the longest. When the Beatles achieved fame and fortune Shotton was a beneficiary, managing first a supermarket owned by the Beatles and then the Apple Boutique. Eventually Shotton severed his business nexus with the band and founded his own chain of restaurants, Fatty Arbuckle’s.

The Quarrymen performing in 1957 (pre-Paul & George)

In 1958 Lennon, having abjectly failed his ‘O’ Level exams at Quarry Bank High, shuffled off to Liverpool Art School. Lennox’s art school period was a key phase in the formation of the scruffy “Teddy boy’s” relationships, meeting his first girlfriend Thelma Pickles, his first wife Cynthia (née Powell) and close friend and early Beatle Stu Sutcliffe whose gifted artistic merit influenced him greatly. John formed other friendships at the art school including with Jeff Mohammed who took on a older brother sort of role in helping John try to cope with the trauma of his mother Julia’s sudden death; and with Bill Harry who went on to create Mersey Beat , a local music publication which helped the band gain early traction in Liverpool music circles. Harry also published Lennon’s poems and drawings in the newspaper.

Allan Williams (Source: Meet the Beatles for Real)

Before Brian Epstein stumbled upon the Beatles the lads had another manager of sorts, Allan Williams. Williams owned The Jacaranda club in Liverpool which the young John and Paul frequented. Williams‘s role as booking agent and manager for the early Beatles (known variously as “The Quarrymen”, “Johnny and the Moondogs” and “The Silver Beetles” before settling on “The Beatles”) was a somewhat informal relationship, coming to an abrupt end in 1961 over a fee dispute, leaving the way clear for Epstein to assume the grid position and steer the Beatles’s career trajectory⦑1⦒. Williams did make an important contribution to the band’s early development as a musical force, he was the one who arranged for the band to undertake the first of a series of nightclub performances in Hamburg, West Germany, where the Beatles over three visits between 1960 and 1962 really honed their musical skills.

The Cavern Club in Liverpool was synonymous with the early Beatles who debuted in its damp, dingy warehouse cellar as the Quarrymen in 1957⦑2⦒. Ringo Starr then in another skiffle band had already made his first appearance in the club a week earlier (Ringo went on to join Liverpool’s top ‘beat’ band prior to the Beatles’ ascendancy – “Rory Storm and the Hurricanes”). A key Cavern figure was its longtime emcee/DJ Bob Wooler, instrumental along with Bill Harry in helping arrange Brian Epstein‘s first visit to the Cavern to see John, Paul, George and Pete play.

Pete & Mona (Photo: John Smart/Associated Newspapers/Shutterstock)

Another regular Liverpool venue for the Beatles in their various early incarnations was the Casbah Coffee Club, owned by the mother of the band’s drummer pre-Ringo (Pete), Mona Best. Not only were the Beatles able to perform there on dozens of occasions (tallies differ as to the exact number), Mrs Best allowed the fledgling band use of the Casbah’s basement to practice in.

After Epstein and his NEMS Company⦑3⦒ took over managing the four Liverpudlian ‘Moptops’ he recruited Tony Barrow from Decca to handle publicity for the group. In the full flush of Beatlemania fame Barrow found the task easier with the press now scurrying after him, but he was still there to extinguish any Beatles crises that might occur, such as John’s incendiary “more popular than Jesus” claim. Barrow wrote liner notes for the Beatles’ EPs and albums and was also the one who came up with the “Fab Four” tag.

Neil Aspinall filling in for George in the “Fab Four” lineup (Source: independent.ie)

When the Beatles started getting bookings outside of Liverpool they got themselves a road manager, Neil Aspinall, who had gone to high school with Paul and George at the Liverpool Institute. An accountant by training, Neil’s main attribute for the ‘roadie’ job—which he scored by being ‘besties’ with Pete Best at the time—was that he owned a battered old Commer van which was used to ferry round the boys and their amps to venues, and to London for their famous Decca audition on New Year’s Day 1962. After Epstein’s death Aspinall became CEO of the flagship Apple Corps and ran the Beatles’ business empire for 40 years⦑4⦒.

Another Beatle backgrounder Epstein put on the payroll was Tony Bramwell. During their Liverpool school years Bramwell was “besties'” with George Harrison and also a friend of Paul McCartney. From roadie in the Beatlemania days Bramwell rose to become CEO of Apple Films. Today, Bramwell is one of the very few surviving Beatles’ insiders.

Paul & Bodyguard Mal return from safari in Kenya

When Aspinall got promoted to Beatles’ PA in 1963, the doorman at the Cavern, the 1.98m-tall Mal Evans got the ‘roadie’ gig. As well as being ‘roadie’ for the Beatles’ 1964 and 1965 US tours, Mal copped the brunt of the violent backlash by enraged Filipinos against the “Fab Four” during the notorious 1966 tour of that country. Evans also served as the band’s bodyguard and in-attendance ‘gofer’ for any personal items required by any of the four musicians.

Derek Taylor (Source: Pinterest.co.uk)

While Mal Evans took care of most of the Beatles’ simple day-to-day needs, NEMS employee Derek Taylor was tasked with organising holiday trips for the boys as well as taking care of more complicated matters like copyright issues and acquiring personal properties on behalf of the four members, plus acting as “spin doctor” for the Beatles, for all of which he earned the sobriquet “Mr Fixit”.

Someone else behind the scenes who did very well from his connexion with the Beatles was music publisher Dick James. Just as the Beatles’ juggernaut was starting its ascent in 1963 James brokered a deal with Lennon and McCartney through their manager Epstein which enriched the publisher and his business partner but more crucially resulted in the two principal Beatles songwriters losing control of their own songs for ever!

George Martin (Source: USA Today)

Footnote: The Fifth Beatle
Beatles watchers have long speculated on particular individuals whose contribution/ role in the band’s story warrant, justified or not, the appellation fifth Beatle…the “would-be” candidates for the title are so manifold that it invites comparison with the list of numerous contenders regularly thrown up for “eighth wonder of the world“. Those ascribed the Fifth Beatle label over the years include George Martin, Brian Epstein, Neil Aspinall, Stuart Sutcliffe, Peter Best, Chas Newby, Jimmy Nichol, Tony Sheridan and Billy Preston.

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⦑1⦒ securing for Williams the unenviable epithet, “the man who gave the Beatles away”
⦑2⦒ the band didn’t actually play the Cavern as the Beatles until February 1961, but within two-and-a-half years had racked up close to 300 appearances at the venue
⦑3⦒ North End Music Stores
⦑4⦒ after the band broke up Neil became the closest confidant of each of the ex-Beatles

Hambantota, Sri Lanka: The Short, Troubled History of an International Airport and Deep-water Port

Aviation history, Economics and society,, National politics

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Rusted-on aficionados of the unerringly “on the ball” 1980s BBC political satire Yes Minister will no doubt have total recall of the classic episode where Sir Humphrey Appleby defends the existence of a brand spanking new, impeccably clean and spotless hospital which remains resolutely and defiantly free of patients. Well, Sri Lanka has it’s own non-fictional version of this writ large with the Mattala Airport.

Source: BBC

This real life ”Yes Ministeresque moment has been acted out in Hambantota on Sri Lanka’s southeastern tip. Over a decade ago the government decided to build a no-expenses-spared showcase city with state-of-the-art facilities. The commercial venture was nothing if not ambitious…the focal point being a new international ‘greenfield’ airport, Mattala Rajapaksa International Airport (මත්තල රාජපක්ෂ ජාත්‍යන්තර ගුවන්තොටුපළ), pride of place in “a multi-billion dollar city in the middle of the jungle”. The plan included a swish, diversified facility deep sea port, an industrial zone and a test-standard cricket stadium [‘Sri Lanka’s Debt Crisis Is So Bad The Government Doesn’t Know How Much Money It Owes’, Wade Shepard, Forbes, 30-Sep-2016, www.forbes.com;]. ‘The Story Behind the World’s Emptiest International Airport’, Wade Shepard, Forbes, 28-May-2016, www.forbes.com].

M Rajapaksa with Indian PM Modi (Source: the week.in)
Rajapaksa, eponymity in overdrive 
What made Hambantota, a small, backwater fishing town (population even now no more than about 56,000) four-and-a-half hours drive from the capital Colombo a candidate for such a major economic development? It owed its meteoric elevation in part to a genuine need for (overdue) reconstruction after the destruction wreaked by a 2004 tsunami, but another significant factor is that Hambantota is the home region of Sri Lankan strongman and former president, Mahinda Rajapaksa (Mahinda’s younger brother Gotabaya is currently the country’s president). Hambantota bore all the hallmarks of a massive vanity project – in an initiative that would have satisfied Alexander the Great’s lust for eponymous self-glorification, the airport, the sea port, the cricket ground, everything was slated to be named after the senior Rajapaksa!  

“White elephant“ of an airport

Image: sundayobserver.lk
The showcase airport in Hambantota (opened in 2013), so far, has been an unmitigated dud! International carriers after sampling the route have given the destination a wide birth (FlyDubai was the last to bail out in 2018), with the airport’s sole remaining activity resting on the wings of the island-state‘s national carrier (Sri Lankan Airlines — SLA). The reality for Mattala Rajapaksa Airport (HRI) is a starkly sober one…its core activity reduced to the farcical situation of just one solitary flight a week with a loss of $US18 million a year (Shepard, ’World’s Emptiest International Airport‘). Industry assessments of HRI as ‘uneconomical’ are commonplace, even insiders have joined the chorus…a former CEO of SLA described the airport as “at best a white elephant with a very small catchment area” [‘Sri Lanka suspends joint venture at the worlds emptiest airport’, CAPA, 24-Jul-2020, www.centreforaviation.com]. Integral to the fiasco has been the authorities’ failure to establish the basic building blocks necessary for international airport success – a sizeable local population; an intrinsic reason for tourists to come(𝒶); and a decent amount of commercial infrastructure to support it (‘Story Behind the World’s Emptiest International Airport’). 

Source: scmp.com
International deep-water port blues ළ ළ ළ The construction of Hambantota’s new deep sea international port—in its a short history following much the same “snowy-coloured pachyderm” trajectory as the Rajapaksa airport—drew a similar level of flak from critics…one described the costly project as a “42 million dollar rock”. Opened in 2010, Rajapaksa’s plan had been “to turn his own sleepy little constituency into a new global shipping hub”. Despite reporting a 2016 operating profit of US$1.81 m, the port has underperformed and its long-term economically viability has big question marks over it. Some Sri Lankans questioned the need for a new port when Colombo’s port already serviced needs adequately well (‘Sri Lanka’s Debt Crisis’). And the signs have not been promising, international shipping companies by and large have spurned the port’s facilities.  Government hopes that the new port would develop into an all-purpose hub, attracting the lucrative oil trade business skirting the Indian Ocean rim route and perhaps even rival Singapore in the region, seem to have been consigned to the realm of pipe-dreams. More immediately worrying for Sri Lanka is that it’s incapacity to repay the high-interest Chinese loans forced it into doing a “debt-for-equity swap” leaving the PRC in virtual control of the port [‘Why India is buying the world’s emptiest airport’, David Brewster, The Interpreter, 14-Jul-2018, www.lowyinstitute.org]. 

Chinese motives in the region 
The speculation among China-watchers is that Beijing has eyed off the new port as a potential naval base for it in the Indian Ocean region. Co-existing with this conjecture and part of Beijing‘s Belt and Road Initiative is that the view that China wants to build a SEZ(𝒷) around Hambantota. Both of these 
relate to the “String of Pearls” theory hypothesised by the US that China’s intention is to establish a network of military and commercial posts across the breadth of the Indian Ocean littoral – and extending to connect with the Chinese mainland, the construction of ”various land and maritime trade routes as part of China’s larger military ambition” (this has also been described as China’s “21st Century Maritime Silk Road”)(𝒸) [‘Here is All You Should Know About ‘String Of Pearls’, China’s Policy to Encircle India’, Maninder Dabas, India Times, Upd 23-Jun-2017, www.indiatimes.com. To this end Beijing already has established naval ports in Pakistan, Bangladesh, Myanmar and Malaysia, in addition to Sri Lanka. India recognises such a development as an inherent threat to its security and interests. One scenario postulates that a free trade agreement between China and Sri Lanka with the established foothold in Hambantota could provide a Chinese back door into Indian markets [‘China trick: Unviable port turns strategic asset’, Colonel R Hariharan, The Times of India, 17-Dec-2017, www.timesofindia.com)].


Indian countermove
New Delhi took a proactive approach to what it sees as China’s encroachment on its turf by negotiating a joint venture with Colombo concerning the HRI airport, putting up US$300 million to buy out Sri Lanka’s huge debt to China (Brewer). In return India would secure a 40-year lease over the airport. New Delhi’s motives for such a venture were less commercial (eg, a new, handy destination for Indian tourists) than they were geo-strategic, a move to stymie the Chinese incursion in its backyard and growing influence in the region…it would also, it was mooted, ”give India considerable control over how the port is used” (Brewer). Everything looked set to go ahead when the (Gotabaya) Rajapaksa government in 2020 suddenly stepped back from the joint venture with India, indicating instead that private enterprise within Sri Lanka would be offered the chance to invest in the HRI project [‘Sri Lanka, not India, will develop Mattala airport: Gotabaya Rajapaksa‘, Meera Srinivasan, The Hindu, 19-Dec-2019, www.thehindu.com].

Mattala Rajapaksa Airport

Covid-19 and the loss of tourism revenue has devastated the Sri Lankan economy leaving the country staring at the abyss, but years of bad economic policies by successive governments have led to the present dilemma. A succession of costly government infrastructure projects, as typified by Rajapaksa’s Hambantota project financed by massive domestic and external borrowing, contributed to the national economy’s decline. The upshot? A total debt blow-out between 2009 and 2014 for Sri Lanka, domestic debt tripled while foreign debt doubled…the largest external creditor has been China, which was all too-ready to step in with the money after allegations of Civil War crimes against the Rajapaksa government soured relations with Western regimes(𝒹) [‘There is no money left’: Covid crisis leaves Sri Lanka on brink of bankruptcy’, Minoli Sousa & Hannah Pietersen, The Guardian, 02-Jan-2022, www.theguardian.com].

Image: Lonely Planet

End-noteWhile Hambantota Port’s backers talk up its prospects (port “fully functional within 12 months”), the deal handing China a 99-year lease on the port in return for the funds needed to pay back loans and investors, has raised concerns that the Rajapaksa government has ensnared Sri Lanka in an ever-spiralling debt trap [‘Sri Lanka’s Hambantota Port to be fully functional by 2022’, The New Indian Express,  12-Jul-2021, www.newindianexpress.com].

PostScript: Defacto colony? Paikiasothy Saravanamuttu from the Colombo-based Centre for Policy Alternatives in April 2022 observed that “China is now part of the political architecture of Sri Lanka”.

 

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(𝒶the hope had been that the airport would lure tourists to wildlife parks and beaches in the south but this notion hasn’t as yet born any fruit

(𝒷) Special Economic Zone

(𝒸) another part of the ‘String’ is the China-Pakistan Economic Corridor

(𝒹) as at 2021 Sri Lanka owed more than US$5 bn to China alone

 

 

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