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Jake Peavy was traded to the White Sox for four prospects.
Despite Peavy being on the DL, he is still a huge boost to the White Sox rotation, particularly as his injury is an ankle injury and will likely have no effect once he leaves the DL.
EDIT: Actually, the White Sox traded Clayton Richard and three prospects...


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University News
Budget Update [5/17/13]
May 17, 2013
Dear WIU Employees:
On May 14, the vice presidents and I presented plans to address shortfalls in the University budget in order to provide resources for upcoming salary obligations. We have an obligated contractual salary increase of 3.5 percent ($4.7 million) for the next fiscal year, which will require budget reductions for the campus.
We have met with the leadership from the campus unions and other campus constituency groups. We would like to thank the campus community for their feedback and their interest in finding reasonable solutions and cost-saving measures. We continue to investigate the feasibility of many of these recommendations. While we will continue to have an open dialogue with all groups, we must plan to meet our obligations for Fiscal Year 2014 and beyond.
We are living with more than a decade of state reductions and unfunded mandates. We rely on our tuition dollars now more than ever, and this trend is expected to continue. We are doing everything we can to lobby our legislature to secure as much funding as possible for higher education and to reduce the impact of any cuts that may occur. We continue to actively recruit and retain students at all levels.
As we continue to plan, the state budget and legislative process remain unpredictable. Should we experience further reductions in our state appropriation or further financial mandates from the state, we will again come together with the campus community to discuss how to manage through this crisis. It is always our hope to protect our employees from layoffs and furloughs. However, that is becoming more and more difficult. We must all remember the financial situation we currently face is not a one-year problem. Given what we know, I will work with my leadership team to continue planning for FY'14 and FY'15.
We ask for your patience and understanding in the days and months ahead. Thank you for your support of, and commitment to, Western Illinois University.
Jack Thomas
Posted By: WIU News (firstname.lastname@example.com)
Office of University Relations

subset: commoncrawl


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European Commission
José Manuel Durão Barroso
President of the European Commission
Statement by President Barroso at the joint press conference with Cypriot President Christofias following the Informal Ministerial meeting on EU Integrated Maritime Policy
Press point/Limassol
8 October 2012
First of all let me begin by thanking President Christofias and the Cypriot Presidency for the initiative of this Conference and indeed the warm hospitality throughout my visit here. I would like also to thank you, my dear friend, also for the very kind words regarding the role of the Commission in the launching and shaping of the integrated maritime policy, including of course the role of my colleague Maria Damanaki. Thanks also to Minister Flourentzou, and all the Ministers of the Member States, and indeed some non-member states but very close friends of ours that have also given their contribution for the success of this Limassol Conference.
I see this conference and the Limassol Declaration as a break-through moment on how the European Union understands and promotes European maritime policy. I am quite sure that many years from now people will refer to the Limassol Declaration as a very important doctrine and policy guidelines for our maritime policy.
Today, we have full agreement that the maritime economy can make a crucial contribution to fostering jobs and growth. There is no doubt that our seas and oceans can help Europe's economic recovery in a decisive way. We are often told to look to the stars, but we should also look to our seas.
I very much welcome the clear endorsement in the declaration of the European Commission's Blue Growth Communication presented by Commissioner Maria Damanaki. We have made policy recommendations for the sectors with the highest growth potential and these are well reflected in the declaration.
For instance: renewable energy from the sea can contribute to our goals to reduce greenhouse gas emissions. But developing ocean renewable energy also opens up opportunities for the shipbuilding industry to diversify into off-shore platforms or wind turbines and for coastal communities to regenerate ports, peripheral areas and outermost regions of the European Union. Indeed the EU is a union not only of the land but of the seas, and we have countries like Cyprus that are islands, we have outermost regions in the seas for instance the Azores islands of Portugal in the middle of the Atlantic, so the EU has this very important maritime nature, from the Atlantic to the Mediterranean. It is a great asset and I am sure it will be a more important asset in the future.
To take this forward, we also need funding. That is why it is important to anchor the policy in the funding of the next European budget for 2014-2020. We need to streamline the maritime objectives in the negotiations and concentrate our efforts on the European Maritime and Fisheries Fund. We need strategic spending to target sectors with the greatest growth potential. Nor should we forget that the Connecting Europe facility – it was a proposal of the European Commission, a new funding facility – this Connecting Europe facility will have a positive impact on the blue economy, through the strengthening of Energy transport and digital networks.
This Connecting Europe facility makes sense, and I hope that the Member States will fully support it because it is indeed innovative way of funding that is transnational. Networks for instance in transport or energy are so important for maritime policy because transport on the sea, linking also different areas of Europe, and of course energy, is crucial for sustainable development of Europe.
President Christofias and myself yesterday discussed the current economic situation in Europe and in Cyprus. We have an important European Council next week where we need to give a clear direction on the adoption by the end of the year of the Commission's proposal for the single supervisory mechanism. I believe it is critically important that we now are seen as taking concrete, important decisions because this single supervisory mechanism will then provide the trigger for the ability to have direct capitalisation of banks. We will also have the opportunity to give further orientation for the future of the economic and monetary union on the basis of the interim report that has been prepared by the President of the European Council in cooperation with myself, the Presidents of the ECB and the Euro group.
Let me underline something that sometimes I think does not receive enough attention. Europe is making progress in terms of building the integrated capabilities to face the crisis. Just today, in Luxembourg, the first meeting of the European Stability Mechanism Council of governors will take place, so we have this European Stability Mechanism that will be operational. It is another very important instrument with an important funding capacity comparable only with the IMF and my point is the following: some years ago it would have been unthinkable to mention a kind of European Stability Mechanism of this magnitude. So, since we are in a Maritime conference, if I may use a metaphor – we have been building the lifeboats during the storm in the Euro area and it is not easy to build the lifeboats during the storm, but we are making progress and I am fully confident that our Member States, after what are always very lengthy negotiations, will keep this momentum so that we can show our common determination facing the challenges and difficulties that we know still exist.
On the specific situation here in Cyprus, we have discussed the progress on concluding the Memorandum of Understanding. I am not going to get into details at this point as consultations are on-going and I hope that in light of our discussions we can move rapidly to reach an agreement on the measures to be taken to guarantee a long term sustainability of the Cypriot economy. I know it was not the subject of the conference, but since I am in Cyprus, I think it is appropriate to give a message of hope to the people of Cyprus. I know the situation is difficult. The challenges are immense. They require a huge effort from the political system in Cyprus, from the different parties, from the government and the opposition, from the social partners, but it is critically important for the future of Cyprus. Cyprus has been suffering the impact of the financial crisis and also of the situations we have known in the Euro area. I believe it is critically important now to come to some level of consensus for a common determination to face the situation and I am sure that we will find the way because I know the dynamism of the Cypriot people. I know that if they understand correctly how challenging the situation is, they will have the capability to overcome the current situation and also to build together with the other partners of the European Union a future of sustainable growth.
I thank you for your attention.
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Genre: Car / motorcycle combat
Group DescriptionThis group includes games in which player-controlled characters and opponents drive cars or motorcycles, and use violence to deal with each other. Most of these games feature cars equipped with various weapons. Many such games revolve around races, where victory depends on successful violent elimination of the opponents.
- Games in which car combat is not the main gameplay mechanic should not be included in the group.
- Games in which the player mostly uses cars for purely driving purposes, or to damage pedestrians or anyone else who is not necessarily driving a car himself (e.g. GTA games) should be likewise excluded.
- Games submitted to this group must be action- and driving-oriented. Additional gameplay elements (e.g. role-playing) are allowed as long as combat is action-based and players are able to drive their cars.
- Futuristic car designs are allowed. However, for vehicular combat games featuring vehicles other than cars or motorcycles, please refer to the following groups:
For games with giant robot (mech) or tank combat, see the BattleMech and Tank genre, respectively. For games with space combat, see the Space combat simulation group.
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Selected Screenshots
Screenshot from Harms Way
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Game group created by Unicorn Lynx (181424), additional games added to group by Patrick Bregger (198868), lilalurl (732), POMAH (48953), Victor Vance (10059), Jo ST (24094), Harmony♡ (20041), Sciere (505796), Alaka (54989), Kabushi (204123), vileyn0id_8088 (20334), Scaryfun (17606) and vedder (31306)
Screenshot from PAM: Post Apocalyptic Mayhem - Chaos Pack
Screenshot from PAM: Post Apocalyptic Mayhem - Chaos Pack


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Download link (right click and 'save-as') for playing in VLC or other compatible player.
Novel phases can result from the interplay of electronic interactions and spin orbit coupling. In the first part, we discuss a simple Hubbard model for the pyrochlore iridates, whose phase diagram contains topological insulator (TI) and various magnetic phases. The latter host the novel topological Weyl semimetal, whose excitations behave like Weyl fermions. In the second part we study a novel spin liquid that was proposed to arise in the iridates, the 3D topological Mott insulator: a fractionalized TI where the neutral spinons acquire a topologically non-trivial band structure. The low-energy behavior is dominated by the 2D surface spinons strongly coupled to a bulk gauge field. This phase is characterized by the helical nature of the spinon surface states and the dimensional mismatch between the latter and the gauge bosons. We discuss experimental signatures as well as the possibility of dyonic excitations and a non-trivial magneto-electric response.


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May 1, 2004
COLLEGE PARK, Md. -- No. 3 Maryland found themselves in unfamiliar territory twice in Saturday's thrilling men's lacrosse game against Notre Dame. But Brendan Healy (Great Falls, Va.) came through in the clutch, paving the unchartered road to victory with a double overtime goal to lift the Terps to a 9-8 win over the Irish Saturday at Byrd Stadium.
"We got a little lucky there," head coach Dave Cottle said. "We hadn't really tried Brendan behind the goal more than one other time this year. We felt he was fresh; I felt he would get a shot off, whether it would go in or not we had no idea."
Trailing at halftime for just the second time this season, Maryland (11-2 overall) exited the locker room a different team, scoring seven second half goals -- including the game-tying score by senior J.R. Bordley (Vienna, Va.) with 19 second remaining -- to forge overtime and set the stage for Healy's heroics.
Said Healy: "I was having a pretty horrible shooting day. . . . Coach asked who wanted the ball. We all kind of looked at each other, and he said, 'Brendan, can you score?' And I said, 'Yeah.' "
Healy and Bordley victimized their former high school teammate Stewart Crosland (at The Landon School) in picking up the biggest goals of their respective careers.
It was also the first Terrapin overtime victory since March 22, 1997 -- a span that included five consecutive losses.
Sophomore Joe Walters (Rochester, N.Y.) found the net three times, all in a five-goal third quarter, to give him 100 points in his Maryland career. He becomes the 32nd player in Terrapin history to reach that plateau. He now lead the Terps with 39 goals and 15 assists, including 10 hat tricks in 13 games this season.
But it was Bordley and Healy who ignited the crowd of 3,008 with their dramatic goals, which continues the Terps recent run of three straight wins heading into their season finale next week vs. Pennsylvania. With Saturday's win, Maryland improves to 11-2, and the Irish drop to 7-5 in their season finale.
Both teams started slow as Justin Smith's (University Park, Md.) man-up goal was the only one of the first half for the Terps. Notre Dame got second quarter goals from Brian Giordano and John Greaney, while holding Maryland off the scoreboard to take a 3-1 lead at the break.
While defense dominated the first half, it was the attack that shone in the second half. Walters' first goal with 8:11 remaining in the third quarter knotted the contest at three, before the teams battled back and forth for the remainder of the quarter.
Terrapin netminder Tim McGinnis (Ellicott City, Md.) turned in the defensive play of the game with just more than 13 minutes left in regulation, robbing Irish attacker Matt Malakoff from point-blank range by spearing his shot from behind the net. Bill McGlone (Swarthmore, Pa.) capitalized by tying the score at seven just more than a minute later on his 20th goal of the season.
Giordano scored what appeared to be the game-winning goal with 1:23 remaining, before Bordley scooped up the ball on a scramble and beat Irish goalie Stewart Crosland with only seconds remaining.
After a scoreless first overtime, Drew Virk (Ross, Calif.) won the opening faceoff to set the stage for Healy, who beat Irish midfielder Bill Liva to the front of the net and bounced the shot past Crosland 19 seconds into the stanza for the deciding score.
Maryland's defense, led by senior All-Americans Chris Passavia (Stony Brook, N.Y.) and Lee Zink (Rowayton, Conn.) stifled Notre Dame attacker Pat Walsh, the fifth-leading scorer in the nation throughout the contest. Walsh's only point came on Giordano's second goal. Zink scooped up a game-high eight groundballs, while in goal McGinnis stopped 16 shots.
Maryland's faceoff tandem of freshman Thomas Alford (Washington, D.C.) and Virk combined to win 13 of 21 faceoffs -- Maryland's best showing at the faceoff "X" this season.


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MSg Luke L. Heitkamp, USAF ret, 66
MSg Luke L. Heitkamp, USAF ret, 66, of Panama City, Fla., passed away on Wednesday, Jan. 2, 2013, at Bay Medical Center following a brief illness.
He was the second of 11 children, born on Feb. 22, 1946, to Leonard and Edna (Elking) Heitkamp of Maria Stein. On Aug. 2, 1985, he married Frances Calhoun , who survives in Panama City, Fla.
He is survived by his wife; stepdaughters Kimberly and Julie Vinson; grandsons Michael J. Vittore III, Austin L. Strassner and L. Anthony Marshall Jr; and a mother-in law, Alice Calhoun, all of Fla; brothers, Stan (Marilyn) Heitkamp of Van Buren, Howard (Susan) Heitkamp and Ted (Janet) Heitkamp, both of Maria Stein; sisters, Lillian (Bob) Guggenbiller of Sharpsburg, Paulette (Jim) Hemmelgarn of Worthington, Viv (Ron) Hartings of Maria Stein, Bert (Tom) Giere of Powell, Brenda (Dave) Moran of Celina, and Annette (Russ) Wortman of Westerville; and a brother-in-law, Jeff (Anne) Heckman from New Bremen; numerous nephews and nieces, cousins and friends.
Deceased are his parents and a sister, Gladie Heckman.
Luke was a 1964 graduate of Marion Local High School and enlisted with the Air Force in 1964, serving until 1990. He received many decorations, medals and citations while stationed in Florida, North Carolina, New Mexico, Nevada, California, Colorado, Germany, Iceland, Iran, and Vietnam. Following his military life, he worked with Bay Co. Parks and Recreation from 1992 until he retired in 2006.
A Memorial Mass will be held at 10:30 a.m., Saturday, Jan. 19 at St. John the Baptist Church in Maria Stein, the Rev. Tom Brenberger officiant.
Interment with full military honors will be held at Arlington National Cemetery at a future date.
Memorial contributions may be made to St. Jude Children's Hospital.


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Courthouse Centennial
The outpouring of support and enthusiasm for our community's recent Courthouse Centennial Celebration makes a complete "thank you" list pretty challenging, but we still wanted to try and thank everyone who helped make the event possible.
On behalf of our community and the Courthouse Centennial Committee we would like to thank the following individuals, organizations, and businesses for their contributions:
Kenny Anderson
D. J. Bault
Lois Bixler
Diane Curry
David Davis
Greg Denny
Tony Drescher
Dee & Garreth "Mr. Tea" Fisher
Penny Hammond
Ron Heidrick
Beverly and Ralph Johns
Larry Lawson
Terence Langford
Judge Frank Nardi
Mark Parmenter
Marilyn Plus
Mike Priddy
Jacob Pursell
John Reeves
Jerry Rhude
Bobby Rice
Nick & Peggy Robertson
Melissa Sellers
Bill Snodgrass
Eric Vagedes & members of his barbershop quartet
Robin Zimmerman
A-1 Window Cleaning
The Awards Center
Babbs SuperValu
Michael K. Bonnell, Attorney at Law
Bybee Stone
Boston Scientific, Inc.
The Canyon Inn at McCormick's Creek State Park
Casey's Country Store - Spencer & Gosport
Chambers Restaurant
China Wok
Circle K
City Glass
Dairy Queen
Emerald Gardens Flowers & Gifts
John Fuhs, Attorney at Law
Hamilton Center
Hammond's Florist
Hickam & Lorenz, Attorneys at Law
Hilltop Restaurant
Juliebob's Antiques & Used Furniture
Junction Mart
K & R Construction
McDonald's of Spencer
Nikish Software
Papa John's
Pell Roofing
Quality Surfaces
El Ranchero
Chris Wesley, Re/MAX Select Associates
The Residence at McCormick's Creek
Speedway Convenience Store
Spencer Evening World
Stumpy's Pizza
Spencer Wendy's
Whitaker Funeral Home
World Arts, Inc.
Indiana Limestone Symposium
Owen County Garden Club
Owen County Antique Machinery Association
Community Farmers' Market of Owen County
Owen County Historical & Genealogical Society
Owen County Community Foundation, Inc.
OVHS Beta Club
OVHS Band & directors Dominick Thompson & Scott Carr
Air Force Junior ROTC
Spencer Elementary School Administration & Staff
Spencer Exchange Club
Mike Harvey & the Spencer Lions Club
Spencer Masonic Lodge #95
Spencer Moose Lodge 2482
Ted Mangin & VFW Post 1405
Kappa Kappa Kappa Sorority
Quarryland Men's Chorus
Owen County Public Library
Owen County Democrats
Owen County Republicans
Owen County Heritage & Culture Center
Owen County Family YMCA
Owen County Courthouse Staff
Owen County Community Corrections
Commissioners: George Jennings, Rich Foutch & Wiley Truesdel
Owen County Health Department
Owen County Auditor's Office
Owen County Sheriff's Department
Spencer Police Department
All of those who so very patiently and meticulously painted the first floor of the courthouse.
It's likely we've missed some key people, but we thank you and apologize for missing you in our thanks. Please join in again for the celebration of the centennial of the Carnegie Library building in 2012 and other historical celebrations to follow. And finally, thank you to all of the Owen County citizens who joined in this community celebration.
The Owen County Courthouse Centennial Committee
Angie Lawson & Mark Rogers, co-chairs
Tami Snodgrass, Denise Shaw, Connie Ritter, Sheila Reeves, Bonnie Tinsley, Tony Neff, Jason Kinney, Vic Kinney, Nancy Sparks, Annie Bright, Nancy Knapp, Sam Hobbs, Matt Michael, Sarah Harrison, Travis Curry, Karen Newport, Alvin McFadden, Mel Walters, Hal Shaw
© 2009-2018 Spencer Evening World, Inc. | Privacy Policy
No commercial reproduction without written consent.
Electronic reproduction of any kind forbidden without written consent.


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In the early automobile age, gasoline competed with electricity and steam. Each had advantages and each had drawbacks. By 1916, though, gasoline engines had improved to the point where they were the most practical alternative. Detroit Electric Car Company, only recently surpassed by Nissan (making the Leaf EV) as the best-selling electric car producer ever, had its peak production in 1914, selling about 4,500 cars. Two years later, that figure had dropped by a third. If you were running an electric car company, like Chicago's Woods Motor Vehicle Co., which had been producing electric cars since 1899, you probably saw the writing on the wall and might have hedged your bets with gasoline power. That may account for the 1916 Woods Dual Power, a clever gasoline/electric hybrid car that was remarkably sophisticated, considering that it was made almost a century ago. It could run on gasoline, electricity or both power sources, it had regenerative braking, and it could also recharge its own batteries.
The Woods Motor Vehicle Company was started by Clinton E. Woods, an EV pioneer who literally wrote the book on electric cars. Woods Motor sold about 13,500 vehicles during its existence, which ended only two years after the Dual Power models were introduced.
The Dual Power was based on the work of inventor Roland S. Fend whose U.S. Patent # 1,303,870, was assigned to the Woods company, though there are differences between the vehicle described in the patent and the Woods production cars. Fend also worked with electric car maker Baker, Rauch & Lang.
Claiming to have the advantages of both gas and electric power, with the disadvantages of neither, the Woods Dual Power was advertised as "a self-charging, non-stalling, two-power car with unlimited mileage [range], adequate speed, and greatest economy." Among the other claimed advantages were 40 percent greater speed than most electric cars, no gear levers or clutches as in gas cars, ease of operation, lessened maintenance and no need for a home charger or a public charging station.
Conventional gas cars, Woods claimed, had to have engines that were more powerful than needed for most driving in order to have enough power in reserve to climb hills and for other demanding situations. The same was said to be true for electric drivetrains, though in the case of electricity, it was the size and weight of the batteries that was a concern.
Woods's solution was to join a small gasoline engine to an electric motor powered by a smaller than usual bank of batteries. Each could be capable of driving the car at moderate speeds, while both could be called on to power the car when needed.
An inline four-cylinder 68.7 cubic inch L-head engine supplied by Continental, capable of 14 horsepower, was connected to a compound-wound (having both series and parallel, or shunt, windings) "dynamotor" made by General Electric rated at 48 volts and 60 amperes (about 5 or 6 HP) via an electromagnetic clutch made by Cutler-Hammer. The motor was powered by a battery of 24 cells specifically made for Woods by Exide. The battery pack was rated at 115 ampere-hours at a five-hour discharge rate and was about half the size and weight of the battery pack used in electric cars of the day. The electric motor then drove a conventional driveshaft to the rear axle. When the clutch was engaged, the gasoline engine would drive the rear wheels through the electric motor's armature shaft. There was no conventional transmission, though Fend's patent did have a gearbox. Contrary to what it says in Wikipedia and other sources, the Woods Dual Power did not use the Entz magnetic transmission, used in the Owens Magnetic car from the same era. Also, while the Woods Dual Power has sometimes been described as "the first hybrid car," that's likely not the case, considering Dr. Ferdinand Porsche developed a petrol-electric hybrid for Lohner at the turn of the century.
It's not clear if any of the existing Dual Power Woods cars are in operating condition, so describing their operation requires delving into century old sales brochures
http://cdm15017.contentdm.oclc.org/cdm/ref/collection/p15017coll26/id/7959 and period service guides for the enthusiast.
The Woods Dual Power has fairly simple controls: a steering wheel mounted with long and short control levers, a brake pedal on the floorboard, and a reversing pedal below where the driver sits. The two levers control the two powerplants. Instrumentation included a combination ammeter and charge indicator and a Stewart Warner speedometer and odometer.
To operate the Dual Power, first a locking switch on the steering column was turned on. That closed the combustion engine's ignition circuit and part of the circuit for the main solenoid that connected the electric motor to the battery (for safety, all high-voltage switching was done with solenoids). To start moving the car forward under electric power, the longer of the two levers on the steering wheel is moved forward. That completes the main solenoid circuit, allowing current to flow to the motor. Moving the lever farther forward changes the position on a shunt field control rheostat under the floorboard and as the field resistance on the motor changes, the speed increases or decreases.
The gasoline engine could be engaged at any point after the car was in motion, but it seems that electrical power was generally used up to 15 MPH. Starting the gas engine was simple, just moving the shorter lever on the steering wheel to a forward position. That lever controlled the throttle on the carburetor and also energized the magnetic clutch between the engine and the motor. Initial activation of the clutch was powered by the battery, though when running under just gasoline power, current was provided by the electric motor/generator.
Charles Kettering and Cadillac had introduced the self-starter in 1913, so electric starting was nothing new. However, those electric starters needed a bit of cranking before they started the engines. In contrast, at least in theory, the engine on the Dual Power would fire up immediately due to the high crank speed caused by the already spinning electric motor. Woods also claimed that the Dual Power could not be stalled. Anytime the gasoline engine was powering the car, the electric motor was already spinning at engine speed. If the engine started to lug, all it took to keep the vehicle moving forward was moving the electric motor control lever to position where the motor would be providing motive power. With both control levers fully forward, the Woods Dual Power could achieve 35 MPH, significantly faster than most electric cars of the day – Detroit Electrics had a top speed of 20 MPH.
Once the electric motor's torque got the Dual Power moving, the gasoline engine was capable of keeping the Dual Power going at moderate speeds and the lever for the electric motor could be adjusted so that the motor was no longer driving the car. In those conditions, the "dynamotor" was generating more current than it was drawing from the battery pack. That means that the Woods Dual Power could recharge its own batteries while it traveled. The company claimed that once the gas engine was running, the electrical system could be charged or discharged "at will" at any speed between 10 MPH and about 30 MPH. They also claimed that keeping the batteries charged by the gasoline engine prolonged battery life and prevented gassing and sulphating caused by overcharging or fully depleting the charge, an early version of battery conditioning.
The Dual Power also had regenerative braking. To slow the car, the driver would return the electric control lever to its original position, allowing the motor to generate electricity and slow the car as it was loaded by the car's forward motion. The gasoline control lever could be moved all the way back, but it could also be left in a position that kept the clutch engaged, to allow for engine braking if desired, disengaging the clutch as the car came to a full stop. "Dynamic braking," what Woods called regeneration, was said to be effective above 6 miles per hour. To come to a complete stop, the foot pedal was used, which when fully depressed activated the car's mechanical brakes. If the driver didn't want to use the hand controls to slow the car, the brake pedal could be used instead. When initially depressed, the brake pedal cut the gasoline throttle, disengaged the clutch, and returned the field control rheostat to its minimum position, initiating regenerative braking.
With no gearbox, reverse was effected by changing the polarity on the motor armature, causing the DC motor to spin backwards. The reverse pedal had an interlock with the brake pedal and could only be engaged if the brake pedal was fully depressed. The reverse pedal also de-energized the magnetic clutch allowing the gas engine to continue to run while reversing.
The Woods Dual Power had features like regenerative braking, charging on the fly, and battery conditioning that we associate with modern extended range EVs, but it also appears to have been very well thought out, with simple operating controls that belied the complexity of the electrical components, solenoids and mechanical linkages that actually operated the machinery, gas and electric.
If the Dual Power was such a clever design, why wasn't it a success? To begin with, it wasn't cheap, $2,650 in 1916 dollars. Not nearly as dear as the $9,000 Owens Magnetic, but almost four times the cost of a 1916 Ford Model T. The Dual Power indeed was economical to operate, getting a reported 48 MPG, but economy generally has not been a big selling point with people who can afford expensive cars. As the owner of a Chevy Volt once told me, "nobody buys a $40,000 car to save money." Also, the Dual Power apparently wasn't as reliable or smooth as advertised, prompting some re-engineering for the 1917 model year. More importantly, while it was faster than most electric cars, it was slow compared to conventional gas cars. The Dual Power could reach 35 MPH, but a Model T could do 40, or even 45 on a decent road with a brave driver. Perhaps a slightly more powerful gas engine would have made the Dual Power competitive with more conventional automobiles. However, by the time Woods introduced the Dual Power, electric cars were already in decline.
The Woods Dual Power Model 44 in the photographs accompanying this post is on display at the Driving America exhibit of the Henry Ford Museum, in Dearborn, Michigan. The Henry Ford's transportation curator, Matt Anderson, graciously gave me access to the car. According to Anderson, the Ford Museum's Dual Power is original and unrestored, though it is not currently in operating condition. It shows just 11,085 miles on the odometer. Another 1917 Dual Power is owned by the Natural History Museum of Los Angeles County and it's on display at the Petersen Museum. A few years ago, when the Petersen put on an exhibition concerning alternative energy, Howard Auto Preservation was hired to perform a full conservation treatment on that Woods car. When contacted, Brian Howard said that he knew of only four existing Woods Dual Power cars, the two at the Petersen and Henry Ford museums, a Woods body on a Stanley Steamer, and a restored Dual Power in the Louwman Museum in the Netherlands. Howard said that he believes that the Louwman Woods car was operable at the time of the restoration but that was some time ago.
It's tempting to say that the Woods Dual Power hybrid car was ahead of its time but even with today's proliferation of hybrids, plug-in hybrids and extended range EVs, it still remains to be seen if electricity will be a practical energy source for personal transportation. The drawbacks that electric cars had a century ago, which mostly relate to energy density and charging time, are challenges that still face makers of EVs today. If it were made today, though, we'd probably call the Woods Dual Power an extended-range electric vehicle, and it does share some operational similarities to modern extended-range EVs. That Woods Motor Vehicle Co. was able to do so 100 years ago, using solenoids and mechanical linkages rather than digital computer control, is rather remarkable.
Ronnie Schreiber, a native Detroiter, spent two decades working for DuPont Automotive. He edits Cars In Depth, a realistic perspective on cars and car culture and the original 3D car site. If the 3D thing freaks you out or if you think it's a conspiracy to get you to buy yet another new TV set, don't worry, all the photo and video players used at the site have mono options.
It is fascinating that vehicles like the Owens Magnetic and the Woods existed so long ago. The author refers to "Extended Range EV's" as if there were currently more than two (the Volt and the Fisker). They (Volt & Fisker) are primarily electric motored vehicles with their own generators. No transmissions and only powered by a an armature*. Hybrids are gasoline engine powered vehicles running through transmissions that have electric motor augmentation (either primarily or subsequently). The comment that "nobody buys a $40k vehicle to save money" is rather shallow as the point is to stop using imported oil. The Volt and the Fisker are the first of their kinds so future generators could very well be Steam, Hydrogen, Diesel or even Nuclear generator.
Fisker may have failed at this point just as a footnote as they hit hey have not built a car since last summer and at this point do not have a battery supplier as the battery maker A123 also has failed. The volt cannot be said to be a success but GM with govt money will likely keep it going and has spread it to a new Cadillac model. Tesla a pure electric seems to be the only really successful electric as the Leaf is not living up to expectation either. Of course the actual hybrid is doing well but the electric motor can be seen as an add on power much like the turbocharger.
Of course the Fisker is now long gone but the BMW i3 picked up the baton for that type of car. The i3 is available as battery only OR with a small gasoline engine to charge the battery and extend the range. The car always runs on the electric motor but can kick in the gasoline engine to keep the car going. Perhaps the eliminated, and expensive, transmission helped pay for the small engine. BMW of course is large mfg. of motorcycles so a small gasoline engine, maybe off the shelf, was no technical problem for them. THC
The comment that "nobody buys a $40k vehicle to save money" is not a shallow statement at all in my opinion, but rather is a simple and rather eloquent explanation of many wealthier people's reasoning in purchasing a seemingly over-priced vehicle. These higher-income folks logically have bigger concerns than the avoidance of $2.50 gasoline. Many things are more important such as the protection of our national defense by the ultimate elimination of foreign oil, the cleanness of our air, the reduction of noise pollution. Now, those of us less well-healed are purchasing EVs and hybrids on the used market, hoping in our own modest way to support these same type of causes But by affordably buying at the used car lot, we hope to save money, as well, by avoiding that same $2.50 a gallon gasoline.
The imagination and innovation of the early car era is simply amazing.
As someone who bought a Prius for a business road trip car, this story is super interesting to me. It's somewhat hard to believe or realize that thinking outside the box was alive and well in the auto industry even almost 100 years ago. A front internal combustion engine powering a pod with four wheels seems to be what they settled on, but I'm glad that some folks are wondering.. "what if?"..
If we can go to the moon and land and then come back to earth again, over 40 years ago, surely there are more ground-breaking ideas out there for powering our vehicles.
We went to the Moon and back, really? ha ha
I bought only American cars until I couldn't find one that can do what Toyota does. I LOVE & I am on my 2nd Prius now. I get better than 45 MPG on average. I also have a 51 Studebaker V-8 that gets better than today's V-8's. When are the big 3 going to start putting the past patents they bought up to work for them. Or should I say maybe the big oil companies bought up the patents & that is why the big 3 still can't get better than 50 MPG today?
I think you're onto something, William. Not to turn this into anything political, or worse (if there is such a thing!).. but yeah, why is a measly EPA rated 40 mpg SO touted as earth-shattering mileage when, like I said, over 40 years ago we went to the MOON for crying out loud!
Most articles that look into hybrids in depth come to one conclusion. With one or two exceptions, and right now I can't recall which ones they are, the hybrid is not a practical alternative when the price factor is calculated in. The mileage available in autos today on pure gasoline powered vehicles cancels out any perceived savings in hybrids. The premium cost for hybrids exceeds the break even point with much of what is available to drive on the road in 2013.
Buy and drive a hybrid for feel good reasons, but don't waste money on one for savings.
My 91 Geo Metro 1 liter convertible does at least 40 miles to the gallon. Of course I would not survive a hit from an Escalade but it sure is fun and cheap to drive without the gigantic price tag.
Hybrids are about producing less pollution in an urban setting. They do well on mileage and have the hybrid setting so you can run it across country on the gas station infrastructure built over the last 120 years. 85% of people drive less than pure electric vehicle ranges on a daily basis. Modern Electrics were being developed from the late 80's because of California's 5% zero emissions requirement coming up. Then the Polluters won out again setting development back thirty years. Imagine thirty years of intense research and built up infrastructure we wouldn't need hybrids.
Thank you for the great article. Love reading about early electric vehicles.
Everything Old Is New Again, an old saying that seems to be truer now more then ever. Our great grandparents were very inventive people.
Turbo chargers, super chargers, fuel injection, automatic transmission, CVT transmission, 4 valve cylinder heads…
All existed in the 1900s.
The only new technology on new cars these days is electronics. And even then, one wonders what Tesla might have done back in the day…
Your comment is perfect, Iceman!
Never heard of these cars! Very interesting, thanks for the show, Ronnie!!
Very good article, I never knew that such a car was built and am amazed that they could accomplish such a feat. I will be visiting the Ford Museum this summer while driving my 1951 Packard. We are currently driving our 6th Toyota Prius, this on being a Prius V model.
We can get cars with over 100 miles to a gallon the problem is to make it praticle and affordable untill that happens we are going to PUTT PUTT along. What incentive would their be if your a Corporation and are respondsible to the shareholdrs. Look how that Technology just stoped dead in it's tracks a 100 years ago because their was a cheaper alternate to make the cars go and so far it is still the cheapest way to go. A breakthrough is only coming when #1 by Accident #2 Backyard Inventor #3 Or the money can change the direction for a Corporation do do so…….It's all about the economics.
Great story,
I've always been a fan of electric power (as in golf carts and such). The regen/braking was way ahead.
Well written, informative and interesting-thanks. Gerry
Back about 1985 there was a restored Woods for sale in the car corral at Hershey. As I recall it was beige with light brown fenders. Although I don't remember actually seeing it run, I assumed at the time that it was operable since it was not on a trailer.Someone else here may know of its present location.
Cool article, Ronnie. You may have a future with this writing stuff after all. Good luck with the new gig.
Electric vehicles have been around since electric motors were invented. That's well known, of course. It was a natural progression to apply this new technology to the carriages of the day, so EV's go way back – it just seems that the battery technology they needed was decades into the future. But I'm old enough to remember that carbon-zinc batteries were all you could get, then came alkaline, Ni-cad, lithium and whatever else in seemingly quick succession, like there was a race on. The technology is more than a century old, it just slept waiting for a battery. It seems these days that the batteries are here now, but if not quite yet then at least their is an industry that is or has been developing ever better batteries in recent years, meaning there is the research know-how and manufacturing base already existing.
So why does it seem like they are slow to announce the next big thing in EV batteries? With the surge in battery technology since perhaps the 1970's, we could have expected to see acceptable range batteries and viable electric cars by now when the EV technology is a century old, and it only needs modern parts and materials in place of what they used back then. The layout is there, little to redesign or re-engineer, just apply the very same principle, with modern batteries, controls and electric drive systems, to the existing vehicle platforms on the assembly lines today. So little to rework, redesign or reconfigure – just switch one drive system for another in an existing vehicle body design. So easy I'm sure, so why can't, don't, or won't they?
There was a well-developed, sorted and viable EV some 17 years ago – the GM EV-1. With development since then, we could have today in 2013, a fully sorted and reliable EV with good range even with today's batteries, and how much better in the future. Would battery companies rush to supply the market? The death of the EV-1 is a tragic story and I feel cheated that we went that close to having electric vehicles. And while I prefer not to create C02 and all of that save-the-planet stuff that I do agree with and practice, as a reason to want electric, I also want to experience driving a car that can reach 60 in 4 seconds, is almost silent, and it is gear-less – plant your foot and nothing else to do except try to keep your eyeballs at the front of your head. Yes, you can do that in a high-powered auto shifter, but something about the constant torque and acceleration, like rocket thrust, entices me. The EV-1 was filmed putting a Camaro to shame from a standing start.
Toyota's effort, the RAV4-EV, also a viable and well-developed electric vehicle, but it was killed off by having its battery supply sabotaged with a buy-up of the manufacturer, and guess who bought it! Similar fate for the EV-1, but other forces at play there too. Google for the stories – very sad reading.
Anyway, why don't we see more EV's today? The Chevy Volt and Prius don't seem to be flooding the roads – price? recharging? battery life and replacement cost? Who knows, but Tesla and others still seem to be cottage industries – haven't burst out of their britches yet. I have always believed that a small gasoline, diesel, ethanol or LPG engine and alternator–drive motor is a simple combination, with standard tail-shaft and differential. And it was even back then almost 100 years ago! Many enthusiasts have fitted this combo to small sedans and pick-ups with great success. We DO have suitable batteries now, or at least good enough for the moment until something better comes along, and we also have more efficient, cleaner and more powerful engines with cleaner fuels than 1916. So why aren't we seeing this technology revived today? What manufacturer – of small to medium size, gasoline-powered, rear-drive, cars – is not able to fit a smaller gas engine and a motor/alternator in place of the gear-box. Same tail-shaft and rear end, so no re-engineering or changes needed – just use standard components, no cost on the EV upgrade. Yes, batteries need to go somewhere, but Tesla does it in a very small roadster. Can they not too?
I've also toyed with the idea of small LPG engine with an alternator, and the drive motor bolted straight onto the diff, attached to it, and do away with a tail-shaft. But vibration is the problem with that. And maybe heavy starting torque loads on the diff. Tail-shafts do take up a bit of torque in a normal car and pass it to the diff as they "unwind" and give at least something of a soft start, little that it might be. But immediate full torque might tear some small car diff's to shreds. Anyway, it seems so easy to take an existing but old and redundant technology and put it straight into a modern body shell with little redesign needed, just updated materials. So why aren't Ford or Mazda and the others doing this today? Is something or somebody preventing them? Are they afraid of getting baulked by stronger powers like Toyota and GM in the mid 1990's? Are they saying they have to redesign a completely new vehicle? No, they don't – either say it or have to do it. Or perhaps, as GM supposedly, allegedly (and "conspiracy-theoryesquely") discovered to their horror, there is little maintenance to be done and little to wear out, so revenue from after-sales servicing and spare parts would crash.
Oh, so sorry for the soap-box sound-off! Did I say all that? Sorry, I do get carried away! Anyway, simply put, the technology is there from 100 years (and much more) ago, it can be applied very simply to today's small car platforms, with little to change to the front platform regarding fitting, no change to the rear platform, or even the diff and suspension, and little to change with the general layout of the engine and alternator, if anything.
Many back-yard tinkerers use the same layout today because it is so easily transposed with an engine and gearbox combo (firewall and front floor don't need reshaping) and easily hooked up to the tail-shaft. It's very similar to a diesel-electric locomotive layout. Otherwise the major change, but it's really just an upgrade, is using today's small and efficient engines (diesel for torque?) with modern batteries and controllers. They only need to be placed just where Mr Woods put them.
That layout has been used many times for small modern pick-ups, with batteries mostly amidships behind the cab for balance, but some over the rear wheels for traction weight, and that needs to be tried and tested – how many go where – to get the best balance and handling. Many have been done very successfully in home garages, and the ability to shift the battery weight around to get the best balance is a bonus. You can't shift much weight around in what you drive now to get good balance and handling, except to swap the gearbox for a trans-axle and put that weight down the back, but batteries can be switched around from here to there over a period of time and get the balance just right. That's even better than a trans-axle weight shift – once it's there it's there.
Oh, some think that lost fuel tank weight has to be accounted for, but that is irrelevant really. They are thinking a full tank weighs X amount and without it, a grunty electric drive will get no traction. But no more so than an equally (horse) powered, gasoline-engined, same make and model pick-up would do with a near empty tank. A few gallons and a plastic gas tank don't weigh much. But it is very easy to build electric cars just like Mr Woods did so long ago. It only needs a donor pick-up, some measuring, then research, then sourcing, and not tooooo much cash. Much cheaper than building a rod, very much less work to do, and certainly as fast as many V8 rods with the right electrics. And what a sneaky sleeper it would be at every red light! Fat rubber might give it away, but the eerie silence and lack of a tail-pipe will surely puzzle many, then the lightning take-off will astonish them. And maybe break the hearts of a few muscle car owners too.
Oh, forgot to say… wonderful article and a joy to read. Thank you Ronnie, thank you Hemmings. As some say, it's stunning to know that cars like this were developed, built, and successful nearly 100 years ago, but not to forget, it goes back further than that to the late 1800's. The Brits got into electric vehicles quite a bit, and Trojan electric delivery trucks were apparently quite successful. These were made, I think, about 1899, but my date reference is the Matchbox Yesteryear model, and that's only from memory. A Google search will provide hours of reading on the history of electric cars. As I said, the technology is antique, it has always been there, but ignored. Why? Too big to shuffle away like the folkloric and proverbial 200 MPG carburetor supposedly bought up by an oil company? So they just ignore it, hope it goes away but it doesn't, and then under pressure (some public, some government) they reluctantly and sparingly offer electric vehicles that they price too high so that we won't buy them and then say there is no demand for electric cars. This is not new technology by any stretch. Cars makers can't say that electric vehicles are a bold new leap forward that needs design and development, and have us believe that propaganda. This is 2013 and consumers are much more awake and aware these days. This isn't the 1960's when Ajax cleaned like a white tornado, or Fab was lemon charged. We aren't dopes.
This technology has been sleeping for a century waiting for efficient engines, motors and batteries, and that time is here now isn't it? With our planet choking, it's time has surely come. Otherwise, it's as good a time as any since we now have far better batteries, the only thing really that Mr Woods didn't have. So I ask why we don't have mass produced EV's by now when this very layout can be literally overlaid on a modern car platform and pencil-in a new engine, drive motor and electrics, that's all. So what is the hold-up? Who is holding it up, and why?
Why can't we/don't we have EV's today, 17 years after GM made 200 perfectly good ones and then crushed them, and Toyota was building RAV4-EV's – meaning relatively modern EV's have already been developed, built, tried and tested in their hundreds – they only need to be revived and updated. Why didn't Chevrolet simply resurrect the already developed and built EV-1, updated with modern drive gear, instead of developing the Volt? Because the Volt was only an effort to be seen to be doing something and it has presence, while any EV-2 might be seen as less than serious? I do often wonder. When the how-to-do-it has been on paper for 97 years and today we have the best batteries we ever had, then why aren't we doing it? Let's go! The weather is going mad and we are told it's because of GW – don't know, but if it is then this is (maybe!) a way to fix it, for the sake of our kids and grand-kids, and all our descendants beyond them. For that, at least, we should be pounding on doors and demanding electric cars now, when we have the technology and the batteries that can be fitted in a week to a little Jap pick-up in the back shed, so what is stopping the car makers doing the same on their assembly lines? Little needs to be altered. They are not stopped by lack of a design, it's already there. Not retooling, very little to change on a modern shell. Not manufacturing, can use the same tools, robots and assembly lines. Not labor, same assemblers can easily switch to small engines with alternators from engines with gearboxes. They could not even fairly claim that so many small to medium sedans have cross-ways engines and front-wheel-drive. OK, but even they can be adapted too, and retain the FWD. That's where Mr Woods layout would be substantially altered, but that's fine. Otherwise his near antique design can be directly transposed to many of today's small car designs with barely a ripple of rework, redesign, retooling or reprogramming of assemblerbots So what are the car makers' excuses for delaying the introduction of (or failing to even develop) electric vehicles when they barely have to change anything?
We need to demand EV's from them, even if that only helps to clean the air for our kids and theirs to breathe, but if global warming is real and car smog is most, or even just a lot, of the reason, then we need to give our kids and theirs a stable atmosphere as well as a clean one.
One positive from the success of the Tesla is that the constant conspiracy theorists have some of the wind taken out of their sails. The problem with electric arms is and always has been the lack of energy density in the best of batteries. A little noticed thing with the Tesla is how much help Tesla has gotten from other car mfgs. First Lotus built the basic car for Tesla. Second Toyota handed over a huge factory, near my home that I just toured, worth perhaps $500-600 million for a paltry $50 million. In turn Toyota took an interest in Tesla for $50 million meaning the factory was free essentially. Toyota also contracted Tesla to build an electric model for them that Tesla made money on. Mercedes has also taken an interest in Tesla and has had them do work for them on electric models. Of course the gov't loaned Tesla half a billion USD which they repaid perhaps prematurely? I have driven extensively Tesla cars which are very well developed and competitive with any similarly priced car. The limits of the range of the car, about 200 miles, is why I have not purchased one. The new dual motor car is a sensational performer! I have an order in for the X model SUV but it will have to have some improvements on introduction to actually get my business. No your conspiracy theory simply does not hold water on a close knowledgeable look!
I just wanted to say that not all conspiracies are theory,
one example is Henry Ford was promoting alcohol fuel and even made a "Flex-fuel" model T. But John D. Rockefeller played dirty pool by giving the Temperance movement $ million Dollars in 1920's money to make sure all alcohol was banned, not just drinking alcohol, that way people would be forced to buy gasoline for their cars, also Rudolf Diesel originally invented the Diesel engine to run on vegetable oil shortly afterwards he died mysteriously and shortly after that Standard Oil introduced a Fuel for the new diesel engines.
Bottom line is many bogus conspiracy theories are put out there to confuse the public and to discredit the real conspiracies, from what I have read the fish carburettor was a wonderful device but then you heard about all these hoaxes about 100mpg carbs and that got most people to believe that even the fish carb was a hoax, anyway look up David Blume's "Alcohol can be a gas I think you will find it fascinating.
[…] Woods Dual Power. I sent Alex a link to a post I'd written about the Woods car last year for Hemmings, and when he agreed that the systems were similar I thought I'd share a description of the […]
When I was a teen My father told me that we had the technology, we just didn't have the materials or lubricants to make it work, , then I think about this car, the Owen, the Doble, the cummins powered Auburns (40mpg), and on and on, but what really impresses me is a car running 14:1 compression, burning pure alcohol (approx.115 Oct.) with an MPG that will rival a Diesel, the waste products from manufacturing is used as fertilizer, and cattle feed with excellent results, I really believe this is the best way to go, natural, nontoxic, and safe, Look at the big picture, suppose we all go Hybrids, thats millions of cars, now figure the toxic materials involved-Batteries, the massive amount of semiconductors a few years down the road look at the massive toxic waste that escapes recycling and is leaching into the ground in some junkyard. Alcohol has been around longer than man and we're not extinct yet
Look up "David Blume's" stuff on Alcohol as a fuel, He's got it down to a science, and tell you what crop yields the most per acre, and how much (it isn't Corn).
In a gasoline engine 25% of the energy gets turned into useful power, a high performance alcohol engine is 36%. My friends lets keep it simple, High Tech isn't always the answer. We can take all vegetation that's not eaten and turn that into a clean fuel and fertilizer then burn the fuel in a simple auto void of dual powertrains and heavy batteries.
I think there's a couple more of these cars in a collection in Pennsylvania.
eI think Paul's comment is great. I too took a firm hold onto ev's at an early age. After reading about the Caltech vs. MIT auto race cross country in the late '60s our son left his old smoky
Fiat (with an Earth day sicker on the window), available for transformation in the yard. I gave the engine to the local scouts for study. I coupled a
WWll surplus aircraft starter/generator ($29) to the transmission and got a set 8 old used truck
6 volt batteries (made by Raymond A. Early) who used to make batteries for EVs in the early 1900s. After round trip commuting to an Aerospace job 11 mikes away I commuted year round with the Fiat ad later a Datsun conversion and finally a Citi Car until after retirement.. Later came the '01 Prius hybrid then the Leaf (pure EV) which I love at 90+ years. EVs and Solar are a great match.
Does Honda claim to have the first dual Hybrid in America? in a commercial on TV? Will pay more attention the next time it comes on. I got to ride in a 1902 Studebaker electric at the Pima County Fair about 15 years ago (what a cool car). But only had batteries.


text:
Submission + - BlackBerry founder abandons ship (yahoo.com)
drdread66 writes: Research In Motion co-founder Jim Balsillie confirms what Slashdotters have suspected for quite some time: RIM (now BlackBerry) is doomed. Reuters reports today that Balsillie dumped his entire stake in BlackBerry at the end of 2012. While it's common to see high-level executives sell some of their shares to gain some liquidity, it's unusual to see them exit their positions completely. This has to be seen as a massive vote of "no confidence" from someone who was on the inside long enough to know what's going on in the company.


text:
Logan County is one of eight Colorado counties included in a severe thunderstorm watch that also touches three other states.
The National Weather Service Storm Prediction Center-issued watch is in effect until 11 p.m. for portions of northeast Colorado, western and northern Nebraska, western South Dakota and eastern Wyoming.
According to the hazardous weather outlook for northeast Colorado, there is a slight chance of severe thunderstorms in the area this afternoon and evening, generally east of Briggsdale, Fort Morgan and Limon. Large hail and damaging winds are the main threats from the storm.
The slight chance of storms will continue through Tuesday. Sunday's storms could contain hail and gusty winds. The chances for storms will rise each day from Wednesday through Friday.


text:
Cornerstone Therapeutics Shareholder Alert: Briscoe Law Firm and Powers Taylor, LLP Investigate Going Private Proposal
2013-02-22 16:51 ET - News Release
Company Website:
http://www.powerstaylor.comDALLAS -- (Business Wire)
Former United States Securities and Exchange Commission attorney Willie
Briscoe and the securities litigation firm of Powers
Taylor, LLP are investigating potential legal claims against the
Board of Directors of Cornerstone Therapeutics, Inc. ("Cornerstone")
(Nasdaq: CRTX) related to a going private proposal by Chiesi
Farmaceutici SpA ("Chiesi") for shareholders. Under the terms of the
going private proposal, Chiesi (which currently owns approximately 60%
of the common stock) would acquire all outstanding shares of
Cornerstone's common stock for between $6.40 and $6.70 per share. The
proposed acquisition price is well below at least one analyst's
estimated value of $14.00 per share and the 52-week high of $7.99.
If you are an affected investor, and you want to learn more about the
lawsuit or join the action, please contact Willie Briscoe at The Briscoe
Law Firm, PLLC, (214) 239-4568, via email at firstname.lastname@example.com
or Zach Groover at Powers Taylor, LLP, toll free (877) 728-9607, via
e-mail at firstname.lastname@example.com.
There is no cost or fee to you.
According to shareholder rights attorney Willie Briscoe, "The
investigation relates to the fairness of the proposed transaction to
Cornerstone shareholders and whether the Board of Directors is
adequately shopping the company in order to obtain the best possible
price for the shareholders. In addition, the firms are actively
investigating possible breaches of fiduciary duty and other violations
of state law by the Board of Directors of Cornerstone in connection with
the potential approval of this transaction, and whether Cornerstone's
Board of Directors is acting in the shareholders' best interests."
Briscoe Law Firm, PLLC is a full service business litigation and
shareholder rights advocacy firm with more than 20 years of experience
in complex litigation and transactional matters.
Taylor, LLP is a boutique litigation law firm that handles a variety
of complex business litigation matters, including claims of investor and
stockholder fraud, shareholder oppression, shareholder derivative suits,
and security class actions.
The Briscoe Law Firm, PLLCWillie Briscoe, firstname.lastname@example.com
Taylor, LLPZach Groover, firstname.lastname@example.com
Source: Powers Taylor, LLP
© 2018 Canjex Publishing Ltd. All rights reserved.


text:
The First Art Newspaper on the Net
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Friday, May 25, 2018
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Last Week
Special Photos
7th Annual Edinburgh Art Festival Programme Unveiled
Julie Roberts, Staying Together an exhibition of her work will be on show at the Talbot Rice Gallery. Photo: Roger Lee.
The programme for the 7th edition of the
Edinburgh Art Festival
was announced today, 2 June 2010. 48 galleries will be featured in the 2010 EAF with 11 participating for the first time. The Festival will run from Thursday 29 July Sunday 5 September with many exhibitions continuing into the Autumn.
Unveiling the 2010 programme Director, Joanne Brown said: The seventh annual Art Festival showcases the strength and diversity of the visual arts in Edinburgh ensuring a platform during the summer Festival period for this vibrant part of the citys cultural life. For the 2010 EAF we welcome 11 new galleries many of them showcasing work by an emerging generation of artists,
We are particularly pleased this year to have been able to commission three artworks and a programme of interventions with support from the Scottish Governments Expo Fund. Richard Wrights new painting in the Dean Gallery of the Scottish National Gallery of Modern Art and Kim Coleman & Jenny Hogarths installation in the City Observatory will be unveiled in the summer. Our the third commission, by 2001 Turner Prize winner Martin Creed, will be unveiled later in the year.
Recognising that space is at a premium during the summer, this year we have also been able to support Scottish visual artists, curators and galleries to show their work out with the gallery context. The four Expo supported interventions range from a late night parade to a mobile gallery selling affordable art. The interventions complement our on-going programme of events and the ever popular ART LATE which this year will be on Thursday 26 August.
Expo Funded Commissions: Three Artworks and Four Interventions
Among the highlights of the wide-ranging programme this year are a number of projects commissioned by the Art Festival with Scottish Government Expo funding. 2009 Turner Prize winner, RICHARD WRIGHT, is making a new painting in one of the Stairwells of the Dean Gallery, Scottish National Gallery of Modern Art. This work will be unveiled on 30 June 2010. A second Expo artwork, Staged, sees KIM COLEMAN & JENNY HOGARTH building on the success of their recent Frieze Art Fair commission. Produced by Collective Gallery, the multi-screen video work will be installed in the City Observatory on Calton Hill, once again allowing public access to the building. MARTIN CREEDS new permanent artwork in The Scotsman Steps will be unveiled later in the year, but visitors to the 2010 EAF will be able to see a major exhibition of his work, Down Over Up at The Fruitmarket Gallery. The works on show, which include a new commission on the Gallery's staircase, all relate to stacking and progression in size height and/or tone and reference Creeds EAF Expo commission. It is hoped to offer the press hard-hat access to The Scotsman Steps during the Festival to see the work in progress..
The four interventions will all take art out of the gallery context. DAVID SHERRY continues his investigation of Health and Safety, which began with a Deveron Arts Residency earlier this year, by staging new manifestations of the Ill Fated Fete in the capital; ROSS CHRISTIE will saddle up his bike and travel around the city in a mobile gallery of affordable art; Embassy, which temporarily moves out of its gallery space this summer, will create a viral publication available across the EAF venues. Meanwhile the Confraternity of Neoflagellants (Norman Hogg and Neil Mulholland) continue their exploration of neomedievalism by staging Sergeant-At-Law, a late night procession and event with and for Edinburghs many costumed tour guides and workers. A neomedievalist flash mob intervention that involves a mash-up of Robert Burns Tam OShanter and Howard Rheingolds Smart Mobs the event will be filmed and streamed on the art, film, design portal
and on the EAF website. An associated symposium brings together key speakers spanning contemporary cultural and medieval study.
500 Years of Painting
Painting from 17th century Dutch Landscapes to new work by international artists is featured across the 2010 EAF. The National Galleries of Scotland offer three major exhibitions. At the Dean Gallery, Another World: Dalí, Magritte, Miró and the Surrealists is a comprehensive survey of Surrealist art, bringing together masterpieces by Salvador Dalí, René Magritte, Pablo Picasso, Alberto Giacometti and Joan Miró. In the National Gallery Complex on The Mound Impressionist Gardens, a major international exhibition of around 100 works including loans from collections around the world, will be the first ever to be devoted to this subject, and Christen Købke: Danish Master of Light presents the most exhaustive selection of paintings by one of the foremost talents of Denmarks Golden Age, ever to be shown outside his native country. Meanwhile a Gilbert & George ARTIST ROOMS display opens as part of What you see is where youre at: Part 3 at the Scottish National Gallery of Modern Art in celebration of the 50th anniversary of the collection
Inverleith House this year presents the first UK Gallery show of work by JOAN MITCHELL, the youngest member of the Abstract Expressionist movement. At Ingleby Gallery the Brazilian artist IRAN DO ESPIRITO SANTO has his first ever UK exhibition and the artist will create a specially-commissioned, site specific installation: a painting across all the gallery walls. At the Talbot Rice Gallery an exhibition of new work on the theme of childhood by JULIE ROBERTS is paired with a celebration of the late CRAIGIE AITCHESON. The work of BARBARA RAE RSA is celebrated in two exhibitions prints at Dundas Street Gallery and paintings in the Open Eye Gallery where together with Mathew Draper the artist explores contemporary landscape art. The Scottish Gallery follows surveys of Elizabeth Blackadder (EAF 2008) and John Bellany (EAF 2009) with a show of new and existing work by VICTORIA CROWE. Making her EAF debut DEIDRE EDWARDS will exhibit new acrylic on canvas paintings including triptychs and four panel works in Atelier 29.
A series of exhibitions in this 2010 Festival give a platform to artists working in the medium of photography. City Art Centre returns to EAF following its refurbishment with two major photographic exhibitions. William Wegman: Family Combinations is the first comprehensive show of Wegmans work in Scotland and the only UK opportunity to catch the exhibition which has been organised in collaboration with the artists studio in New York. In a further coup for the gallery, City Art Centre also presents the only UK showing of a survey of iconic American photographer EDWARD WESTONS work: 115 vintage prints, and previously unpublished masterpieces are interspersed with signature images. Blind artist, ROSITA MCKENZIE presents Edinburgh People in the Central Library. The exhibition features a diverse range of portrait from a couple with their first born son to Edinburghs Makar (Poet Laureate), Ron Butlin, and the softer face of a local politician. At the Scottish Poetry Library, Plan B includes 28 perspectives on 10 poems, loosely gathered around the theme of lifes cock-ups, contingencies and conspiracies. The exhibition is the outcome of a special collaboration between the Pulitzer prize-winning Irish poet PAUL MULDOON and the highly acclaimed Scottish photographer NORMAN MCBEATH At Inspace, New Media Scotland will combine technology with history in Life Turns. Alt-w, working in partnership with BAFTA award-winning Blipfoto, will make a 21st century homage to the Victorian zoetrope for display in the gallery. Visitors and on-line participants are encouraged to contribute their own images to the project during the run of the exhibition.
Art and Music
There has long been a symbiotic relationship between the visual arts and music. This year Edinburgh Printmakers follow up their acclaimed exhibition of work by British father of pop art, Sir Peter Blake, with Prints of Darkness 11 new works exploring record cover art. An associated recording by New People Like Us aka multi-media artist, Vicki Bennett, complements the exhibition. Over at The Henderson Gallery the first of two EAF exhibitions, Nefertiti, showcases new work by artist and Stone Roses guitarist, John Squire inspired by the legendary Miles Davis. This is followed by Macpherson's Cave new sculptural work by Robert Powell exploring the mythologising of history in general and Scottish history in particular. It will also see the premiere of a specially commissioned composition played on the Conon Doyle violin.
Art, Architecture and Design
Dovecot studios this year focus on art and design. Sitting and Looking, a cross-art form exhibition curated by furniture designers JIM PARTRIDGE and LIZ WALMSLEY bring together furniture design, contemporary photography, ceramics, textiles and painting to create a juxtaposition of 21st Century objects. Featured designers include GORDON BALWDIN, EL ULTIMO GRITTO and THOMAS HEATHERWICK. In a second exhibition ADAM PAXON continues a curated conversation with four UK designers through film, photography and objects.
Architecture continues to have a focus in the Edinburgh Art Festival. Oliver Chapman Architects this year address two of the hottest topics of conversation in Edinburgh and the Borders - the Edinburgh tram and the Borders rail link. Tram Spotting/Train Stopping takes a fresh look at how to shape our towns and cities showcasing a number of provocative proposals from a select group of international participants under the curatorial direction of Oliver Chapman and Mark Cousins. In the Matthew Gallery at the University of Edinburgh the fifth in a series of post-graduate Master of Architecture Programme exhibitions takes Florence as its theme.
Elsewhere in the City
Bourne Fine Art this year offers Cabinet Works and Studies, well known and recent works by Sculptor Ordinary to the Queen, ALEXANDER STODDART. Also showing sculpture this year is Cornhill Gallery. Faraway Mountain features large granite works by Japanese stone sculptor, ATSUO OKAMOTO who is perhaps best known for his conceptual works crafted using the ancient art of wari modoshi. Edinburgh Sculpture Workshops offer MAGAZINE 10 featuring work by PAUL ROONEY, KATE ORTON and KATE V ROBERTSON.
Focusing on Palestine, Delfina Foundation at Sleeper presents Home/land an exhibition exploring mankinds invariable attempt of settling in and the consequences of conquering and remodelling the landscape. Also throwing the spotlight on the African continent, Ed Cross Fine Art shows Witness The spectre of memory in contemporary African Art as its first EAF exhibition. The show features work by four artists, two from Kenya, one from Senegal and one from Zimbabwe.
In a group show at 3/3 Antigua Street, If I jump off a bridge, will you follow me? the artists explore how we define concepts of insecurity and security as a society consumed by it, both personally and culturally. Amber Arts makes its first contribution to the Edinburgh Art Festival with a mixed printmaking show bringing together twelve contemporary artists to consider the notion of The Space Between. Arts Complex offers three exhibitions this year. FLOORED sees eight recent ECA graduates take over the massive main gallery; A drawback is the second drawing exhibition in Edinburgh by Perennial Art celebrating the diversity and richness of the ancient practice of drawing, and in dirt, grit, glue-dust, Ian Reddie presents a series of abstract works. Atticsalt this year shows Natura sensus, an exhibition in which MAIRI GILLIES uses real plant material in sculptural installations. Complex plants are reworked into something completely new and inventive.
Artist Catherine Sargeant makes her EAF debut at Dancebase with a text-based work exploring the language and expression of dance. Coburg House will again host an open studios event for the EAF. As well as working with Coleman and Hogarth on Staged, Collective Gallery will show a specially-commissioned single screen film work by HITO STEYERI. In GARAGE a group of visual artists, a sound designer, a video artist and a fashion designer will each undertake a micro-residency researching producing and exhibiting new work in this artists run space - an Edinburgh new town garage. In the Library at ECA JaAliceKlarr will present ShelfLife, a curated mise en abyme of artists bookworks and (cross-genre) self-published exhibitions in print. The result will be a self-reflexive information resource; part-archive, part-exhibition. Making its EAF debut the new pop up guerilla art space Komachi presents an exhibition that will include the Berlin artists collective BASSO. LARA GREEN shows work in three differing spaces. The Slow Machines kinetic branching organic forms in metal and fabric will inhabit the new Usher Hall foyer, the Shiatsu Centre and The Clock Café in Leith.
The pursuit of Fidelity at Stills is the first solo Scottish exhibition by the GSA graduates, ALEXANDER AND SUSAN MARIS who, in the tradition of Joseph Beuys, view their entire lives as a continuous work of art.TotalKunst presents TKX is a triple bill of contemporary art exhibitions, showcasing new work from a range of local and international artists. As a part of The Forest cafe and events venue programme with its the highly acclaimed forest fringe TKX will exist within the vibrant cultural context of the space itself. Union Gallery making its first appearance at EAF presents Free Spirits: true Edinburgh individuals featuring new and previously unseen work by seven of Edinburghs finest and most exciting artists.
Beyond the City Centre
EAF continues to reach out beyond the centre of Edinburgh with work on show in Kirknewton, Granton, Leith, Portobello and Musselburgh. Year 2 at Jupiter Artland sees three new additions to the growing collection of contemporary art. Permanent, site-specific works by NATHAN COLEY In Memory, JIM LAMBIE, The Forest, and CORNELIA PARKER are complemented by a temporary piece for the 2010 season, Zopbop by Jim Lambie. At the Granton Lighthouse Sierra Metro this year offer a site-specific exhibition of work by GEMMA HOLT and RICHARD HEALEY. Also in Granton Lighthouse GallerA1 present Culture Crunch an exhibition inspired by cultural proposals for the seafront at Granton. Big Things On The Beach make a welcome return to the Edinburgh Art Festival with City Beach - the outcome of a year-long programme of public engagement in the development of a Public Art Plan for Portobello Beach, where three new large-scale public commissions will also be unveiled. In Newhailles, Musselburgh artist ANNA CHAPMAN will show a range of work made in response to the 17th century historic house and its rich archive held in the National Library of Scotland. Meanwhile the City Centre will be linked to the shore by 6 Times, a National Galleries of Scotland commission from ANTONY GORMLEY in which six life-size figures are positioned between the grounds of the Scottish National Gallery of Modern Art and the sea.
Edinburgh Art Festival
Joanne Brown
Richard Wright
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Looks like there won't be many details on the Governor's show until the end. But it's a lock what the announcement is going to be.
For those people who can't get WWL and can't see or hear the press conference let's have a thread where people who can listen and see can post points and details of the press conference. I'll put a link up to this post in the Press Conference recap article when it goes up.
Looks like there won't be many details on the Governor's show until the end. But it's a lock what the announcement is going to be.
From Governor Foster:
The Hornets owners like the way the state is being run, they like the direction the state is going in and the tax structure. The arena has been a success without basketball, it's going to be a resounding success with basketball.
About the March 15 unconditional out clause in the deal: If it gets this far, nobody is going to back out. These people (Hornets owners) want to come to New Orleans. They like Louisiana. If we get them, they're going to stay.
Maybe I misunderstood. I though the clause was that either side could pull out BEFORE March 15. Is that not correct?Originally posted by spongey
From Governor Foster:
The Hornets owners like the way the state is being run, they like the direction the state is going in and the tax structure. The arena has been a success without basketball, it's going to be a resounding success with basketball.
About the March 15 unconditional out clause in the deal: If it gets this far, nobody is going to back out. These people (Hornets owners) want to come to New Orleans. They like Louisiana. If we get them, they're going to stay.
HORNETSFAN, That's correct. I think what Gov. Foster meant was that if it gets this far (meaning signing a deal today) then they're not going to back out.
Governor Foster's statement:
"The MOU has been signed. The whole deal is complete. We have no reason to believe the last stage of this won't be in place (league approval). This happened for several reasons. The owners like the state and city. That made me feel good. The city did it's part in this. The business community came to the table. This is a $300 million dollar business coming to Louisiana. $100 million impact annually on the state. I feel very, very good about it."
Question:There seems to be a lot of doubt that the NBA is not going to go for this deal, what are your thoughts Governor?
"I can only depend on the owners on this. It's pretty hard to tell a company that you can't leave and go somewhere to make money. They feel real sure about it."
"You see how desparate they're getting in Charlotte to keep this team. That shows you how good this deal is. This group (owners) has their mind made up. They're committed to it."
"The only feedback from the league (NBA) is that if they have any problems with the way things are done down here we're going to sit down with them and work things out. I feel really good about this."
the Legend has spoken!
New Orleans will get two months to make significant sales in season tickets, club and suite sales. Metrovision's Bill Hines feels really good about our chances to sell tickets.
The press conference is set to start momentarily.
LOL! Local joke ahoy!
"The Charlotte Hornets were worried about making money in New Orleans because it is believed to be a poor state. That's when Governor Foster showed them what a New Orleans janitor makes"
Sounds promising
Yeah man, bring the Hornets... The Lakers lost last night and I want a new fav team.
Band kicks off press conference playing Jazz music in traditional New Orleans fashion. Buddy D believes that if Charlotte comes up with new arena and the money's there, David Stern will nix the deal and keep the team in Charlotte. He thinks the odds are less than 50/50. (this was prior to the press conference).
State pays team $5-$9 million/year depending on attendance.
Stephen Perry opens the conference to announce that "the NBA is coming back home where it belongs, to the city of New Orleans". A standing ovation from the crowd. Over the past 2 1/2 years Charlotte owners have watched New Orleans. They watched with great interest our negotiations with the Saints to see if we had the wherewithall to keep a pro team. This is going to signal an economic renaissance for the city of New Orleans and the state of Louisiana.
It's fairly rare to keep something quiet. It was kept quiet for a considerable period of time. We found out that each of us was an extremely serious suitor.
Charlotte co-owner Ray Woolridge: I heard someone say we made a hasty decision. New Orleans has been a part of my life for a long time. I lived here for 2 years, a daughter was born here and I had a business here for 18 years. New Orleans has a good place in my heart. We found a home for our team that's already decorated in our colors (speaking of the arena's colors). We are very very proud to become citizens of your city and state. The mayor, local leaders and business community has been fascinating. We Love New Orleans.
Charlotte co-owner George Shinn: (Standing ovation) Ray said he spent two years here some time back, I spent 2 years here a couple of days ago just in the French Quarter. We're committed to make things work. I've heard a lot of people say it's hard to make it work there. WE'LL SHOW YOU. It's not the size of the market that's important, it's how you market your market. We love this market and we're going to make it work. GO HORNETS.
Mayor Marc Morial: This has been a total team effort. The success of this effort for so many of us truly shows that when the state and city work together so much can occur. I am deeply appreciative of the commitment and work of Governor Mike Foster who has already signed this agreement. I'd like to think of Mike Foster and I of the guys that ran the play. We ran the play and scored. The map of the play was put together by former Governor's Edwards and Bartholmey. The third time is the charm. The New Orleans Hornets are HEREBY BORN. The Honrnets are going to float like a butterfly and sting like a Hornet. The owners are committed to winning. To bring a team here that we can all be very very proud of. We say once again to all of the folks who said you shouldn't build the arena because you'll never get a team, we're the David's and we've knocked down the Goliath's today.
The signing of the MOU takes place. Officially it's been signed by the Governor, this is a ceremonial signing.
The basic outline of the deal is going to be revealed after the MOU has been signed.
The signing of the MOU takes place. Mayor Marc Morial, Ray Woolridge and George Shinn are sitting at a table and signing the MOU.
New Orleans has until March 15 to sell 60 of 64 suites and about 2500 premium seats. Eastern New Orleans is the location for the $6 practice facility for the new team. Arena will get $9 million in renovations. David Stern will appoint at least 5 NBA owners to review the proposal for the deal. Marc Morial shot from the podium about 30 feet away, a basketball AND MADE IT!! GO MAYOR!!!
Man, they are getting one heck of a deal. 100% from naming rights; 100% from parking; and I thought I heard 100% from consessions. Spongey, was that right?
I bet Benson just broke his foot from kicking the sofa
Stephen Perry, Governor's Chief of Staff:
"We have pioneered an agreement that is going to set a standard for the NBA. We truly have opportunities here for the NBA to be successful in smaller markets. Over this next period of time, we will begin taking ticket order very soon for the New Orleans Hornets. The number to call is 1-800-596-1515 to order tickets. The Hornets have signed a 10 year agreement with two 5 year options on the end. With a $10 million exit fee.
The arena will be as good as any arena in the country when the improvements are made when the Hornets open play in October of this Fall. The Hornets will pay rent of $2 million dollars. We'll have 64 suites of which they'll receive 100% revenue for. 100% of concessions, novelties, parking, advertising, naming rights. We've got a plan in place to try and secure naming rights.
The State of Louisiana and the city of New Orleans will make money having this franchise. The inducements for the Saints was fully met, that was a stipulation of the Governor. We've shared risk with the Hornets on items like how many tickets were sold and how many people were in the seats. naming Rights: We don't know the limit to the value of the naming rights on this facility so we're not setting a limit to it. We're going to work harder than you've ever seen to sell tickets.
We have the financial capacity and business inventory to sell the club seats and suites. And the fanbase to fill those seats in the arena. "
Question about league approval:
Ray Woolridge: "The deal is not going to fall through"
"The league office has been abreast of EVERYTHING we've done here."
"We're confident that the process will be approved"
Question about possible improvements to the arena in the future
Doug Thornton, manager of the Dome and Arena:
"We're possibly going to put a sports bar in the arena."
Question about Louisville's proposal:
Ray Woolridge: "In particular Louisville, had it not been for the Louisville mayor's activities in working with us. Louisville would not be a city we would have considered. It's a wonderful city, it's going to be an NBA city. There is no loser here. He's warming up for the next try."
Question about Charlotte deal being propped up by New Orleans offer:
Ray Woolridge: "The voters of Charlotte decided that the economic package was not acceptable to them. It's not just that I'm not interested. After the vote, there's been no contact with Charlotte officials and we don't expect any contact. We've accepted New Orleans' offer and they've accepted ours. THIS DEAL IS DONE. We will not use this offer to get a better deal in Charlotte."
(couldn't hear the question, sorry)
Ray Woolridge: "It's fate. The color of the arena, I mean, it's unbelievable."
And everybody laughed at the color when it was finished. This is too true.Ray Woolridge: "It's fate. The color of the arena, I mean, it's unbelievable."
Seems like that's a WHOLE lot easier to get done...unless of course the vast majority of owners will simply go with whatever the commish wants, which is a possibility.
IMO this is a big risk the saints are taking, but a risk that's probably worth it....fact is, if the NBA does nix this deal, then new orleans receives a major black eye. Forget about another team coming in the future. Add to that the fact that practically the whole nation has been hearing all about our tiny market and sputtering economy, and this could really blow up in our faces.
HOWEVER, if it does work out, then we get the chance to prove everyone wrong - and in a year or so nobody will remember the negative comments about new orleans when they're watching the team play in front of a sell-out crowd on TV.
What worries me is Buddy D's comment that the league will attempt to block the deal - meaning they'd seek an injunction and send it to court? - if there's an offer to buy the team in charlotte. This doesn't seem right in terms of fairness to the owners. They'd be FORCED to lose money for the next few years while they build an arena in charlotte? that's not capitalism
Ray Woolridge: "We haven't really addressed the name change. Next year we will be the New Orleans Hornets. We have also not addressed whether the Sting will move to New Orleans as of yet. "
Ray Woolridge: "I made a commitment to New Orleans. We are NOT selling the team."
Buddy D asks, "So the only way the team doesn't move to New Orleans is if the NBA doesn't approve the deal?"
Ray Woolridge: "That's correct."
Ray Woolridge says he's already looking for a home in New Orleans as is George Shinn.
Hot Dog! thanks buddy D, that's the question I was waiting for. Of course, if you listen to all the charlotte people then neither of these guys are to be trusted, so we have to take the comments for what they're worth...
but still, hearing him say w/ confidence that he's NOT selling the team and that the only thing standing in the way is NBA approval is big.
You would switch your allegiance, BS... um, rather... BH? Sweet!Originally posted by BayouHornet
Yeah man, bring the Hornets... The Lakers lost last night and I want a new fav team.
Charlotte co-owner Ray Woolridge: I heard someone say we made a hasty decision. New Orleans has been a part of my life for a long time. I lived here for 2 years, a daughter was born here and I had a business here for 18 years. New Orleans has a good place in my heart. We found a home for our team that's already decorated in our colors (speaking of the arena's colors). We are very very proud to become citizens of your city and state. The mayor, local leaders and business community has been fascinating. We Love New Orleans.
Note my emphasis above. I take that to mean that the team WILL be known as the New Orleans (or perhaps Louisiana) Hornets. I've neither seen nor heard anyone suggest that the franchise would lose the "Hornets" name (aside from John Breaux a week or so ago).
So is the general idea that the team will, in fact, be called the
BT&P (teal & purple)
No determination has been made according to Woolridge but they will definitely be called the New Orleans Hornets next season.
Just wanted to bring this back to the top. Seems like so long ago that this press conference happened but the excitement has only grown stronger, imho.
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ST. PETER, Minn. – On a cold, blustery and damp day, the Carleton College women's track and field team sent its 4x800-meter relay to the Drake Relays, while the rest of the squad competed at the Drake Alternative meet hosted by Gutavus Adolphus. The relay placed ninth out of 19 entries, while Ellie Wilson (Fy./Roseville, Minn./Roseville) and Megan Erlandson (Sr./Minneapolis, Minn./Minnehaha Academy) captured top honors at the alternative competition.
On the final day of racing at the Drake Relays, Clare Franco (Sr./Brunswick, Maine/Brunswick), Haley Johnson (Jr./Golden Valley, Minn./Robbinsdale Cooper), Sarah Trautman (So./Lexington, Mass./BBN) and Kaitlin Randolph (Sr./Drummond, Wis./Drummond) combined on a time of 9:29.042. The Knights beat Central Oklahoma, a NCAA Division II program, by 0.05 seconds. In fact Carleton bested six of the eight D-II entries in the event.
At Gustavus, Wilson won the 400-meter dash with a time of 59.02. She also qualified for the finals in the 100-meter dash but elected not to race. During Erlandson's victory in the 800-meter run, she sliced six seconds off her personal-best time to finish at 2:20.95. She also placed seventh in the pole vault after clearing season-best height of 3.22 meters
Anna Persmark (Fy./Eugene, Ore./South Eugene) notched a pair of top-10 results, finishing fifth in the 400-meter dash at 1:01.75 and earning eighth place in the 200-meter dash at 28.55.
Becca Herd (Fy./Colorado Springs, Colo./Cheyenne Mountain) led a trio of Knights to top-10 finishes in the 1500-meter run. She cut more than seven seconds off her seed time and reached the line at 5:02.69, fifth in the event behind a trio of racers from D-II Minnesota State-Mankato and a runner from Gustavus. Linsday Turchan (Fy./Neenah, Wis./Neenah) and Claire Karban (Jr./Davis, Calif./Davis) both added collegiate-best times in the event.
Shannon Mueller (Sr./Wheaton, Ill./Wheaton North) represented Carleton in the 5,000-meter run and trimmed 10 seconds of her personal-best time to finish at 19:01.75.
Avery Johnson (Fy./Portland, Ore./Oregon Episcopal) had the best performance of the field athletes, placing third overall in the javelin throw with a distance of 30.65 meters.
The Knights are slated to attend the Tommie Twilight in St. Paul, Minn., on Wednesday, May 2 before hosting the Carleton Interscholastic high school meet on Saturday, May 5.


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Google Maps Mania has just highlighted Enkin, a slick new augmented reality program that is being built for the Android platform.
You've probably seen demos like this before, but this one sounds like it's pretty much ready to launch. The developers say that some Android hardware will have the necessary components built in (compass, GPS and camera), so would expect that we'll be able to use this software later in the year!
Check out the video below for more:


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What type of car do you drive or have in the family? Do you like it, or is it time for a trade?
I have Saturn 2001 SL2 series. I love it for right now, but I was told by a chevy dealer ship that they are not making anymore Saturns because they went bankrupet and that sucks. If I had to fix my car I would have to get it in the junk yard or somewhere else. So a eventurally I would have to Trade my car for either a American car like a chevy.
wow, we have a 85 f150, a 98 f250 neither are runnin ATM, i drive a 94 cherokee and hubs is drivin his ol 73 plymouth sattallite.


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Ben Spencer
Love the clean, crisp redesign. Nice work.
A lot of the designers I work with in the office (I'm primarily a front-end web developer) come from a print background, and are sometimes guilty of making the mistakes listed in this article.
This will be a great article to forward on to them.