Signature brands make comebacks

Automakers are always looking for ways to be original when unveiling new models. In certain instances, this means shifting gears and storing vintage nameplates in the garage.

"There just aren't that many that survive from the old days," said Scott Oldham, editor-in-chief of Edmunds.com. "A lot of brands move away from old nameplates in order for their vehicles to seem more fresh and not old-fashioned, while others hold on to nameplates to sort of have attachment remain to the glory days."

Certain car makers such as Cadillac and Buick have retired vintage nameplates altogether. Other brands, such as Chevrolet, Dodge and Ford, have been known to release a nameplate, keep it in the marketplace for years, put the brakes on it and then re-release it to the world.

On Saturday, the Herald unveiled its top 10 list of the best tough and rugged vehicles for 2013. This time we take a drive down memory lane as we present the 10 greatest survivor nameplates on the market today.

10. Chevrolet Impala

Its peak occurred from the early 1960s to the mid-1970s before disappearing until the mid-1990s. This time around, the modern Impala remains the mainstream American sedan for the everyman, as it is affordable with high value and offers "a large package for the family that's a little fun for Dad to drive," Oldham said.

(Production years: 1957-85, 1994-96, 1999-present; MSRP: $29,189)

9. Chevrolet Malibu

Here, then gone, then back again, the Malibu is a slightly smaller, slightly more affordable sedan than the Impala. Popular in the 1960s and 1970s, the Malibu invokes "positive connotations" with California's eponymous sun-soaked destination, Oldham said, adding, "Either you're a little older and you have grand fun memories of it as a child, or somebody you knew in the '70s had one that fell apart."

(Production years: 1953-82, 1997-present; MSRP: $25,074)

8. Dodge Dart

The new Dart is unrelated to the Darts of yore besides its nameplate and "the desire to deliver an affordable, high value, small car that's a bit fun to drive and doesn't hurt the pocketbook too much," according to Oldham. This year marked the first Dart released since 1976, which is based on the Alfa Romeo, a Fiat offering. Dodge is hoping family-friendly features and a low price will be "a magical combination" this time around, Oldham added.

(Production years: 1960-76, 2012-present; MSRP: $19,763)

7. Chrysler 300

The 300 may have disappeared from 1971 to 1998, but this has become "the signature vehicle for the Chrysler brand as a rear-wheel-drive performance sedan with some old-school characteristics," Oldham said. Undergoing a redesign last year, the 300 is as appealing as ever, offering a luxury standard that competes with German counterparts. "Chrysler's tagline for the vehicle is 'Imported from Detroit,' and that's had some success for them," Oldham added.

(Production years: 1955-65, 1971, 1998-present; MSRP: $39,324)

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Reactor reuses nuclear waste

Two Massachusetts Institute of Technology doctoral candidates are designing a nuclear power plant that would convert nuclear waste from conventional reactors into electricity — a plant you could walk away from, they said, without the risk of a radioactive leak like the meltdown last year that crippled parts of Japan.

Leslie Dewan and Mark Massie, co-founders of Transatomic Power, have developed the WAMSR, or Waste-Annihilating Molten Salt Reactor, a 400- to 500-megawatt plant that would convert high-level nuclear waste into electric power, at a price competitive with fossil fuels.

"About two years ago, we got really excited about nuclear power because we saw so much potential in the industry to improve the design of reactors and stretch the limits of the technology," said Dewan, 27.

The two researched different designs and settled on a molten salt reactor, Massie said, because other types of reactors have not been economically viable.

They estimate the WAMSR could convert the waste produced by conventional nuclear reactors each year into $7.1 trillion worth of electricity, at 10 cents per kilowatt-hour.

At full deployment, the two said, their reactors could use existing stockpiles of nuclear waste to satisfy the world's electricity needs through 2083, all the while reducing the majority of the waste's radioactive lifetime from hundreds of thousands of years to hundreds of years, thereby decreasing the need for permanent repositories such as Yucca Mountain in Nevada.

Most importantly, they said, the WAMSR would differ from conventional reactors like the Fukushima I nuclear power plant — which melted down after the March 2011 earthquake and tsunami disaster in Japan — in that it would not require electric power or water to cool it in the event of an accident.

The WAMSR's efficient modular design also could be manufactured economically at a central location and transported by rail to the reactor site. And utilities could use the profits from the first plant installed to fund construction of additional ones.

Dewan and Massie already have designed the reactor core and are now working on designing the rest of their plant.

With E Ink founder Russ Wilcox as their CEO, their goal is to have a prototype ready in the next five years and a commercial reactor ready within the next 10 years.

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Soldiers get linked in

Yinon Weiss served 10 years on active duty in the military, including two tours of duty in Iraq. But it wasn't until he and another Iraq veteran, Aaron Kletzing, ran into each other as graduate students in the network-savvy world of Harvard Business School that they realized what their military careers had lacked.

"At Harvard Business School, people are always thinking about their next career move and leveraging their connections," Weiss said. "That's not the culture in the military. It's more reactive, which can be frustrating. It also hurts people when they join the private sector because introducing themselves and creating a network aren't necessarily skills they've cultivated."

Weiss and Kletzing had an idea: What service members needed was the military equivalent of LinkedIn, the social networking website for professionals.

Three and a half months after it began on an invitation-only basis with about 500 testers, RallyPoint goes live today, a Veterans Day tribute to the 2.5 million men and women in uniform.

Service members can register for free to connect with one another and find out about job opportunities in both the military and the private sector. Only employers pay to be matched to members who have indicated they wish to be contacted.

As one of the site's testers, Richard Becker, a 31-year-old Army captain attending business school at the University of Hawaii, has used it to reconnect with old friends and find out which units he may ask to be assigned to after he earns his degree.

"Before, you were beholden to human-resource managers," Becker said. "This is a one-stop shop for information on how to manage your career, so once it's time to move on, you have all your ducks in a row."

And he isn't the only one who thinks the idea has merit.

RallyPoint — the military term for the place where scattered service members on a mission are to meet up — recently was awarded $100,000 as one of four top-prize winners in the MassChallenge competition, a validation, Weiss said, of all the nights he and Kletzing stayed up until 1 a.m., refining their idea.

The two plan to eventually extend the service to military spouses and to veterans, for whom the Department of Defense spends about $1 billion annually, reimbursing states for unemployment benefits.

According to a new CareerBuilder study, 65 percent of employers said they would be more likely to hire a veteran over another equally qualified candidate. Yet for post-9/11 veterans, the unemployment rate is 9.7 percent, higher than the national average of 7.8 percent, according to the Bureau of Labor Statistics.

"One of the causes of unemployment is service members only start to look for a job once they get out, and they often don't know where to look," Weiss said. "It should not be the case that someone can risk their life for their country, and the day they get out of the service, they can't find a job.

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BBC says its news chief, her deputy 'step aside'

LONDON — The BBC's news chief and her deputy have 'stepped aside' while the broadcaster deals with the fallout from a child abuse scandal that forced its director-general to resign, the broadcaster said Monday.

Helen Boaden, the BBC's director of news and current affairs, and her deputy, Steve Mitchell, have handed over their responsibilities to others for the time being "to address the lack of clarity around the editorial chain of command," the corporation said.

"Consideration is now being given to the extent to which individuals should be asked to account further for their actions and if appropriate, disciplinary action will be taken," the statement said.

Fran Unsworth, head of newsgathering, would assume Boaden's duties and Ceri Thomas, editor of BBC radio's influential "Today" news program, will serve as deputy, the BBC said.

The move comes after resignation Saturday of the BBC's director-general, George Entwistle, after a BBC news program bungled reports that powerful Britons sexually abused children.

The corporation's governing body, the BBC Trust, confirmed on Sunday that Entwistle would get a payoff of 450,000 pounds ($715,000). It says the settlement took into consideration that Entwistle would continue working on BBC business, including two inquiries in the child abuse scandal.

John Whittingdale, chairman of the House of Commons committee on culture, media and sport, said was surprised by the settlement and called for an explanation.

© Copyright 2012 Associated Press. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.

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Extended warranties: Value is a matter of personal choice

I would like to comment on your recent column on whether it is worthwhile to buy an extended warranty for a car. Extended warranties are provided by companies that need to earn a profit. In order to do this, they have to collect more money from their customers than they pay out. It is possible for a car owner to benefit from buying an extended warranty, but most people pay out more than they get back. Otherwise, the company providing the warranty won't stay in business. When I buy a car, computer or home appliance, I always decline the extended warranty. If something breaks after the warranty period, I pay for the repair with money I've saved by not buying any extended warranties, and I come out ahead. With regard to deductibles, I used to pay for low deductibles on car and house insurance. After a while I realized this was not the best option and I switched to higher deductibles. If I have to make an insurance claim, I will pay the higher deductible with money I save on insurance premiums, and I come out ahead. The same principle applies to the deductible on an extended warranty, which is another form of insurance.

I received a number of letters and e-mails commenting on my column regarding my change in position on extended warranties and service contracts. It described how now, after nearly 30 years as a "car guy," I believe in the value of purchasing an extended warranty or service contract on a new or late-model vehicle that you're going to keep for long beyond the original manufacturer's warranty expires.

I agree with the above car owner in terms of extended warranties and service contracts on appliances, home electronics and other relatively low-cost purchases. But with modern vehicles costing hundreds, even thousands of dollars to repair, I disagree.

I certainly respect the position but want to point out that, while liability coverage, and in some states personal injury protection, is mandated by law, insurance for your own vehicle is not. Thus, choosing collision and comprehensive coverage is very much akin to purchasing an extended warranty or service contract.

I choose to carry collision and comprehensive coverage on my newer vehicles. With repair and replacement costs potentially in the tens of thousands of dollars, I can't see operating them with no coverage for a loss from a crash, fire, theft or vandalism.

Ditto health insurance. It's difficult to imagine the consequences of having no coverage for a significant health issue.

I feel the same way about potential mechanical and electronic failures. Labor and replacement parts for major repairs can easily run into the hundreds or thousands of dollars. Most of us worry about engine or transmission failures as a major expense, but systems such as climate control, electronic steering, anti-lock braking system and traction control, and other sophisticated systems can cost just as much to repair or replace.

The question of deductibles is valid. I, too, carry high deductibles for collision and comprehensive coverage (and health insurance) for the basic reason that I don't expect to make claims very often. But I recognize that repairs from mechanical and electronic failures, and wear and tear over the 10-plus years I keep my vehicles, are virtually inevitable. Thus, I want to continue protection for the time/mileage frame beyond the original carmaker's warranty.

I prefer zero or very low deductibles for extended warranties and service contracts because unlike collision or comprehensive claims, which tend to deal with a single large-loss event, mechanical and electronic breakages, failures or problems can occur a number of times, particularly later in a vehicle's service life — precisely the time and mileage framework covered by these warranties and contracts. I'd rather not have to pay $50 or $100 every time I take the vehicle in for even a minor problem.

As always, life is a matter of choices. In this case, you pay your money or you take your chances. There's no right or wrong answer. It's what you're comfortable with.

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Microsoft hopes to 'break barriers' with translator

Reason No. 2,347 why Microsoft is making the world more like Star Trek: its latest voice translation project.

In an astonishing video that's making its way around the web, the company's chief research officer Rick Rashid speaks before an audience in Tianjin, China, as a computer translator spits out his words in Mandarin — in his own voice.

If you're familiar with the United Federation of Planets, you'll know that Star Fleet officers spoke different languages than Klingons and Ferengi and Vulcans. Yet they all communicated seamlessly thanks to the real-time "universal translator" that enabled everyone to hear their native language no matter what dialect was being spoken.

"The results are still not perfect, and there is still much work to be done, but the technology is very promising," Rashid wrote in a blog post this week. "And we hope that in a few years we will have systems that can completely break down language barriers. In other words, we may not have to wait until the 22nd century for a usable equivalent of Star Trek's universal translator."

He added, "We can also hope that as barriers to understanding language are removed, barriers to understanding each other might also be removed."

This latest advance brings to mind another sci-fi quest on the part of the Redmond, Wash.-software giant: its patent for "immersive display experience." As anyone who's ever watched Cmdr. William T. Riker play Parrises squares on the USS Enterprise well knows, the Star Trek holodeck provides a three-dimensional virtual reality experience, projecting images and shapes that surround the user.

While playing on your local holodeck is many decades away, Rashid's translation technology is being perfected now. In a breakthrough technology that Microsoft Research devised in cooperation with the University of Toronto, the translator learns the nuances of an individual's speech and builds a profile.

Using that data, it combines with properties from native Chinese speakers. In the case of Rashid, the system's profile then took his words, found the Chinese equivalents and reordered them to be grammatically correct Chinese.

A video of Rashid's speech shows cheers from the crowd of mostly Chinese students.

Wrote Rashid, "The commentary that's grown on China's social media forums ever since suggests a growing community of budding computer scientists who feel the same way."

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Texas firm takes on 2 apartment complexes

A Houston-based developer will break ground on two major apartment projects — one in Boston, the other in Cambridge — by the end of the year as the rental market heats up in the Hub.

Hanover Co. recently finalized a $25.6 million purchase of a 4-acre site near the Alewife MBTA station where it will build a 398-unit apartment complex. The seller was Equity Office, which carved off a piece of the Cambridgepark Drive site it acquired last year for $81.5 million. With permits for the apartment project already in hand, Hanover expects to start construction next month.

"We like the access to transit at the Alewife station and the biotech and pharmaceutical activity that Cambridge is well known for," said David Hall, a Hanover executive.

Meanwhile, the company is expected to break ground this week on a 21-story tower with 369 apartments at Pier 4 — the first wave in a redevelopment of the South Boston restaurant property.

Hanover purchased a piece of Pier 4 on Northern Avenue for $24.6 million in May from New England Development, the Newton company that shelled out $48.7 million to the Athanas family for the entire waterfront property. Two other buildings will follow.

In Cambridge, Hanover will go up against three other sizable apartment projects in the Alewife area, including a 244-unit complex by Houston-based Hines right across the street at 165 Cambridgepark Drive.

"We certainly will compete with each other," Hall said, "but the projects are somewhat staggered."

The influx of apartment projects has raised concerns among North Cambridge residents about potential traffic and environmental impacts. Construction started on a 227-unit complex at the former Faces nightclub site on Route 2, as well as a 428-unit project on Fawcett Street called The Atmark, by Boston's Cabot, Cabot & Forbes and O'Connor Capital Partners of New York.

"We just think it's a suburb zone for housing given the employment all around it," said Michael Boujoulian, a senior vice president at Cabot, Cabot & Forbes.

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Using their heads to combat cancer

A hair-raising presidential election and Hurricane Sandy didn't stop Small Army's Be Bold, Be Bald! campaign from achieving its highest participation numbers to date.

The 4-year-old initiative, spearheaded by the Hub advertising agency in the wake of co-founder Mike Connell's death from Stage 4 squamous cell carcinoma, saw upward of 6,000 people donning bald caps nationwide Nov. 2 to show solidarity with patients suffering from cancer.

Since 2009, Be Bold, Be Bald! has generated close to $600,000 for 30 large and small cancer organizations, including the Susan G. Komen for the Cure Foundation, The Jimmy Fund and Wellesley-based Heaps of Hope Inc., said Small Army CEO Jeff Freedman.

"Riding a bike, going on a walk, growing a mustache, it's all great and it's all great for fundraising, but we're more than fundraising," Freedman told the Herald. "We want discussions to start to honor the strength of cancer survivors and patients. That's equally, if not more, important than the money itself."

Newton North and Everett high schools and Boston ad agency Connelly Partners were among several local schools and businesses going "bald" for a day.

At Merrimack Pharmaceuticals in Cambridge, nearly half of the company's 240 employees wore the caps. Spokeswoman Kathleen Gallagher said the company, which donated $1,700, was inspired to join the cause after seeing how its pipeline of six clinical cancer drugs was affecting patients.

"It made us think, not just about the fact that what they're doing progresses our drugs, but the sacrifices they're making," Gallagher said.

Connell, a father of three diagnosed with cancer three times, died in November 2007 at the age of 45.

"As weak as he was; as skinny as he looked; even seeing him with all the IVs and knowing he was dying, the strength he had was just amazing to me," Freedman said. "I'd be bawling and crying and he'd be comforting me. It gave me a whole new perspective of how strong he was."

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MobiSquad jumping to Boston

The CEO of Phoenix-based MobiSquad plans to open up shop in Boston next year and he doesn't want Patriots [team stats] fans to hold it against him that he let his buddy Brandon Lloyd jump a moving car in an ad for the company.

"Brandon was in no harm at any time during the jump," MobiSquad's Nate Reis told the Herald. "We didn't use a green screen, but let's just say I've got a really great camera team and video editing team. Brandon really did jump that high, but my plan was not to have a viral video of him bouncing off a car."

A Wisconsin native, Reis has spent some time in Boston where he attended Harvard Business School's Owner/President Management program — along with classmate Tyra Banks — and graduated last March.

"It's an MBA from a CEO's perspective," said Reis. "There really is no entrepreneur school, but being there you really learn a lot from class and — living in the dorms — from your classmates. It was life-changing."

Reis said he met Lloyd, now a Patriots wide receiver, through mutual friends about three years ago when the then-Denver Bronco was in Phoenix working out at a training facility. The two have been pals ever since.

"He's really a great guy with a big heart, a total class act," said Reis. "He's also brilliant."

That would not be evident from the MobiSquad video, which appears to show Lloyd jumping over a purple MobiSquad Smartcar while it zooms toward him at 35 mph. Don't try this at home — because it's not real, though the video was done well enough to fool 12 percent of Herald readers in a bostonherald.com poll and another 31 percent thought it might be legit.

As for MobiSquad, the boot-strapped company employs 110 in Austin, Salt Lake City and Seattle where its techs drive around in purple Smartcars to help small business owners connect with mobile payment systems.

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Over rocks, other hard places

'Strong," "tough," "enduring" — just a handful of terms that describe those who serve our country as members of the armed forces.

These characteristics also apply to some of the world's most rugged and capable off-road sports utility vehicles and pickup trucks.

And while off-road dynamos aren't known for their fuel economy, it's their rough image and presence on our nation's streets and highways that epitomize the definition of "powerful."

"They certainly exude strength. They exude a lot of attitude. That's part of their appeal," said Scott Oldham, editor-in-chief of Edmunds.com. "Arnold Schwarzenegger didn't drive a Hummer because it got good gas mileage. The image attached is a big selling point. It's the same mindset when a guy goes out and buys a Corvette or sports car."

Certain large-scale models, such as Chevy Silverado and Ford F-Series pickups, have been the pride of the auto industry for decades (on Monday we'll highlight the industry's veteran models), while others rev up within a smaller market niche.

This Veterans Day we salute all who have served, regardless of their rank and military branch. Be prepared to do the same for the following models — our top 10 greatest tough and rugged vehicles for 2013.

10. Nissan Xterra

In the age of SUVs based on sedans, the Xterra has a truck mindset, a robust suspension and a drivetrain perfect for off-road adventure. Yet the model tends to put performance and rugged capabilities over comfort and fuel economy. For those ready for fun in the wilderness, this is "a different beast" to get behind the wheel of, said Oldham, adding: "If you want comfort and economy, you buy a Mazda C-X5. If you want to go off-road and put a mountain bike wherever you need it to be, you buy an Xterra."

(Max Tow: 5,000 lbs; Max MPG: 18; MSRP: $30,592)

9. Toyota 4Runner

This is the first of three Toyota offerings on this list. A well-known, capable, mid-sized SUV for decades, the five-door 4Runner remains one of the Top 10 factory built, off-road machines still out there, yet a recently designed model is "not quite as hard-core as its predecessors, which is why it's No. 9," Oldham said.

(Max Tow: 5,000 lbs; Max MPG: 19; MSRP: $38,824)

8. Jeep Grand Cherokee

As rugged and off-road capable as ever, the Jeep Grand Cherokee is a "best of both worlds vehicle" that offers smooth on-road capability and the "high levels of comfort expected at its price point," Oldham said. Leather-lined interiors, for example, contribute to the mid-sized SUV's luxurious feel. "It doesn't feel very much like a truck until you ask it to do something only a truck can do," Oldham added.

(Max Tow: 7,400 lbs; Max MPG: 19; MSRP: $38,258)

7. Chevrolet Silverado

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