text:
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With seemingly everybody offering up money-saving gas tips these days, you're forgiven if the advice tends to leak out like gas from an overflowing stuck gas pump.
But, no worries, it's easy to fill 'er up again. After all, many of the most basic ways to save money at the pump probably wouldn't shock or surprise anyone.
If you have a driver's license, it's a safe bet that somewhere along the way you heard all of these tips, either from your parents, driving instructor or friends. Think of these tips gathered here as helpful reminders, kind of like that automatic cutoff stopping the more forgetful of us from spraying fuel all over the gas station parking lot.
These money-saving suggestions are not just for motorheads who spend more time under the hood of their car than under its roof. Even if you don't know your timing belt from your distributor cap, you'll have no trouble keeping up.
No. 5: Don't pay for premium
Premium fuel is usually the most expensive fuel offered at gas stations. To many of you -- especially you penny pinchers out there, you know who you are -- this tip might seem like the biggest no-brainer since the automatic transmission.
The point here is to avoid getting fooled into believing that premium gas will make your vehicle run better than the less pricey options. Just because it's expensive doesn't automatically make it superior.
Dig your owner's manual out from underneath all of the clutter in your glove compartment and find out what grade of fuel the manufacturer recommends. The majority of vehicles are built to function just fine on regular, even those that say they require premium.
As long as your vehicle runs smoothly, without engine knocks or pings, chances are good that your fuel grade is fine.
No. 4: Idling wastes gas
It pays (literally) to remember that whenever your car's engine is running, it's burning precious gasoline.
It doesn't care if you're blazing down the freeway or parked at the Try 'N Save. In both of these scenarios, your gas tank is emptying itself. You can almost see the money floating away with the exhaust smoke.
Those of you who live where it gets fatally cold in the winter months might be prone to firing up the car and running back inside for another cup of hot coffee while the engine warms up. While this seems like a good idea on the surface, it might end up costing you a bundle in the long run.
For example, a V8 engine typically burns through an eighth of a gallon of fuel idling for just 10 minutes.
No. 3: Buy at the right time
One of the bizarre facets of life in these United States is the seemingly random way gas prices can fluctuate, even in just a single day.
The formula gas stations use for setting their fuel prices is so convoluted that it would make Stephen Hawking's head spin. Thankfully there are some valuable and easy-to-understand hints to help.
Along with tempers, gas prices tend to rise during rush hour. So, it is generally best to fill up your gas tank in the dark, meaning at night or in the early morning hours. Not only is the sun down during these times, but the number of cars on the road is also down.
Another bargain bin solution is to fill up Wednesday because the cost of fuel often goes up over the weekend.
No. 2: Take care of your car
Perhaps you've been told once or twice in your life that if you take care of your car, it will take care of you, or some such cliché-style rhetoric.
As corny as these overused quasi-altruisms are (and make no mistake: they are corny as the Nebraska countryside), they also happen to be true.
Get to know a local grease monkey. Introduce your vehicle to said grease monkey. Allow the relationship to flourish by bringing the two together on a consistent schedule, using oil changes, engine diagnostic scans and overall tune-ups as the excuse.
Not only will you get to play Cupid, but you will also reap the fringe benefits of an efficient, happy car.
No. 1: Check gas prices online
There are more tools for your car than the ones in the garage.
We live in the Information Age after all, where pretty much anything you could possibly want to know is only an Internet connection away. It is perhaps the most versatile tool ever.
You probably already use the Web as a tool for managing your bank accounts or making changes to your fantasy football team's roster, so why not use it to find the cheapest gas?
There are a number of companies with the foresight to establish websites whose sole purpose is to help you find the lowest prices on fuel in your area. Most of these companies use spotters to provide up-to-the minute prices. Some even have the capability to track specified stations near your location.
Distributed by LAKANA. This material may not be published, broadcast, rewritten or redistributed.

subset: commoncrawl


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After an energetic success with Windows XP, poor support from hardware partners and initial bad publicity marred Microsoft's follow-up effort, Windows Vista. Many businesses, including trusted partners like Intel, turned their back on Windows Vista and adopted a wait-and-see attitude. While any OS release sees only partial adoption in the business community (companies typically upgrade only once every several years), comments from several large firms cited perceived issues with Vista itself as one reason to delay upgrading.
Now as Microsoft prepares to release Windows 7 -- which is being lauded as a much more cohesive effort than Vista, including with better hardware support -- the company hopes that business partners will warm back up to a Windows upgrade. That's not the case, though, according to a recent survey by market research firm Dimensional Research, which found that most companies won't upgrade next year.
The firm writes, "Early beta testers are providing many glowing reports about the functionality and performance of Windows 7, especially compared to Windows Vista. But is corporate IT excited about the new operating system, or do they dread yet another release?"
The firm surveyed 1,100 IT professionals at large firms. Over 83 percent reported that they planned to skip the OS in the New Year. As few large companies migrated to Windows Vista, this figure proves surprising, as it means that many companies plan to continue to use Windows XP, which mainstream support for ends this week. Overall, 42 percent said they planned to deploy within 12 to 24 months, 24 percent said 24 to 36 months, and 17 percent said that they will wait more than 36 months to deploy, if at all.
The delay is not wholly Microsoft's fault, according to the study. The researchers say that companies, faced with recession-stricken budgets, simply cannot afford the expenditures need to upgrade to a new OS. Software compatibility is another major concern too, though. States the report, "The majority of participants do not plan to upgrade to Windows 7 in the next year. Economic factors are contributing to the delay in Windows 7 adoption for almost half of all participants. Software compatibility is the most frequently cited concern with Windows 7."
While Microsoft has for the most part done much to assuage consumer fears about the latest Windows OS, it apparently still has a ways to go with addressing businesses' concerns. Of the surveyed, 67 percent reported concerns over software compatibility and 88 percent of those reporting concerns said it was their primary concern with adopting Windows 7.
Trepidation among the business community to adopt Windows 7 could worsen the economic concerns for both Microsoft and PC retailers like HP and Dell. The adoption hesitance could spill over into the consumer market, ultimately hurting most major PC players, while helping only a few -- like budget Linux OS providers offering cheaper deployments. The survey did find that 50 percent have considered a switch to a non-Windows OS due to Vista or Windows 7 concerns.
Despite all its hard work and advances in generating what looks to be a rock-solid consumer product, can Microsoft convince the IT community to switch to Windows 7 early? The answer may lie in how smoothly the transition goes for the 17 percent of those planning to adopt in the first year. These deployments will be absolutely critical to Microsoft as success could bring gains in reputation, which could bump up its adoption across the entire business community.


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Hiya guys!
Ok, I've seen a couple of threads going around regarding Tsunade's conversation with Katsuyu that took place in manga #601. People were debating where Katsuyu was going to take the Kage's and if Tsunade was a clone and stuff...
Yet again, it's a mistranslation.
The exact conversation goes as:
Katsuyu - Tsunade sama!! (綱手様!!)
Tsunade - Katsuyu... I have a request... (カツユ…頼みがある…)
Katsuyu - Yes! I'll put your body together... (はい!今あなたの身体を繋いで…)
Tsunade - No... My body can wait... Now... The Kage's... To my side... There's still... Time... (いや…私の身体は後でいい… 今は� ��影達を…私の元へ…まだ…間に合う …)
So, Tsunade just wants Katsuyu to bring the Kage's to her side so she can heal them or if they're dead sacrifice herself using an awesome new jutsu that we haven't heard of yet and die in a very hero-like manner. That's all. That's the actual body of Tsunade (albeit severed in two by a tree trunk). There's no Slug-Sage World that she's hiding at or anything.
It's not relevant to the plot but I thought it'd be better if I cleared it up.
Over and out.


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Top 10 defenses: Top-notch Angels second to none
Rays will fare better, Reds strong up the middle, solid Nats should further improve
By Anthony Castrovince / MLB.com
All week, we've been ranking Major League Baseball's top 10 teams in the four major areas. On Monday, it was the lineups. On Tuesday, the rotations. On Wednesday, the bullpens.
It's time for the always tall task of evaluating defense. To do so, we can consult any number of advanced metrics (I'm leaning heavily on Baseball Prospectus' team defensive efficiency rankings, Baseball Info Solutions' defensive runs saved and FanGraphs' Ultimate Zone Rating/150 games at each position from 2012), with the knowledge that each of them are flawed in their own ways and there's no be-all, end-all here. We're just trying to gauge which teams are in position to best turn balls in play into outs.
As we head into Spring Training, here are the top 10 defenses:
10. A's: Helped in part by the ample foul ground in their home park, the A's finished behind only to the Angels and Rays in turning balls in play into outs last season. There's no telling if they can repeat that. Right fielder Josh Reddick was one of the best defensive players in the Majors, with a 20.4 UZR/150 mark that trailed only that of Jason Heyward and Michael Bourn. Beyond that, though, it remains to be seen how Japanese import Hiroyuki Nakajima handles shortstop (reports on his defense are mixed), where and how often Jed Lowrie and Chris Young (both good defenders) play, etc. John Jaso is not a big plus behind the plate. Give credit where it's due, though, as Oakland had one of the more steady defenses in the game last year.
9. Orioles: The usual caveat about Gold Gloves: They can be the most misleading trophies in professional sports. But I'll nonetheless go ahead and note that center fielder Adam Jones, catcher Matt Wieters and shortstop J.J. Hardy each won one last year, giving the O's more Gold Glove representation than any other team. The metrics tell you that the award was more justifiable for Hardy and Wieters than it was for Jones. In any event, the O's ranked ninth in park-adjusted defensive efficiency (which no doubt helped them in all those close games they won), and they have upside as third baseman Manny Machado develops.
8. Braves: Atlanta topped all teams in Baseball Info Solutions' defensive runs saved count last season. Fans are understandably excited not just for what the Up-Up-Hey combo of Justin Upton, B.J. Upton and Jason Heyward can do at the plate but also what their speed and athleticism can accomplish in the field. It must be noted, though, that the Braves already had an outfield that rated among the best, with Michael Bourn on hand, and the advanced metrics were not especially kind in evaluating the defense of the two Uptons in 2012. In the infield, Andrelton Simmons should be an exceptional defender at shortstop, where he amassed a 31.6 UZR/150 mark in 426 innings in his rookie year. The Justin Upton trade did come at a cost, though, as the Braves lost Martin Prado's defensive skill set.
7. Padres: The Friars made 121 errors last season, the second-most in the big leagues. So what are they doing here? Well, they ranked third in park-adjusted defensive efficiency. Everth Cabrera and Chase Headley make for a real nice left side of the infield, and Cameron Maybin is an above-average center fielder. And though he will serve a 50-game suspension at the start of the season, Yasmani Grandal provides excellent defense behind the plate when he's back there.
6. Rangers: Though they made the fourth-fewest errors in baseball last season, the Rangers actually took a big step back in defensive efficiency rating from 2011 to '12. Part of the reason was a big regression in defensive runs saved and UZR/150 from Ian Kinsler at second base. But Kinsler has rated very well at the position in the past, and it is expected we'll see Jurickson Profar, another strong defender, slot into the middle infield more sooner than later. The primary point of emphasis with the Rangers is that they have one of the best left sides of the infield in the game, hands down, in Adrian Beltre and Elvis Andrus, and that goes a long way.
5. Giants: Go back and watch the film of the Giants' seven consecutive postseason victories, and beyond the sterling performances of the starters, what will strike you is the dynamic defensive play that led them to baseball's Promised Land. Shortstop Brandon Crawford and left fielder Gregor Blanco were particularly sensational. The Giants generally do right by their pitchers and had a defensive unit that ranked 12th in park-adjusted efficiency, with catcher Buster Posey, first baseman Brandon Belt and third baseman Pablo Sandoval all pluses at their positions. They're not perfect (witness Hunter Pence's acrobatics in the outfield), but they get the job done.
4. Nationals: The Nats, who find themselves in good standing on all of these lists, ranked fifth in defensive efficiency and seventh in defensive runs saved last season. Most important, they've improved their defensive outlook with the addition of center fielder Denard Span, who will allow Bryce Harper to shift to left. Washington also expects to have more stability behind the plate, where Kurt Suzuki is a well-regarded defender. So one of the better defensive alignments in 2012 could be even better.
3. Reds: The Reds registered the fifth-highest number of defensive runs saved in the Majors last season. The key was being strong up the middle, as second baseman Brandon Phillips, shortstop Zack Cozart and catcher Ryan Hanigan each ranked among the best at his position in DRS. This was especially impressive for Cozart, who made an instant impact in his rookie year. The Reds also had pitchers who fielded well, saving more defensive runs than any other staff in the game. The big question for the Reds is how well Shin-Soo Choo, who had an uncharacteristically miserable defensive season with the Indians, will transition to center field, where he's barely played in the big leagues. In a free-agent walk year, Choo might be tentative in his outfield play.
2. Rays: Every season is full of strange stats, and here's one from 2012: The Rays committed the fifth-most errors, with 114. That's totally against the grain for the Rays. Next you'll tell me they gave somebody a $100 million contract. (What? They did that too?) Of course, the inordinately high error count is attributable, in large measure, to injuries and guys playing out of position. Having that $100 million man, Evan Longoria, at third base for a full season would go a long way toward the Rays reclaiming their status as having one of the most reliable defenses in the game, and having Yunel Escobar at short (instead of Ben Zobrist, who can go back to roaming) will be a huge boost, too. The thing is, for all those errors, the Rays still ranked No. 1 on Baseball Prospectus' park-adjusted defensive efficiency scale. In 2013, I firmly expect them to be the elite defensive unit we've generally known them to be.
1. Angels: Tigers manager Jim Leyland summed it up best last September: "The best defensive team I've seen is the Angels. We couldn't get a ground ball through the infield, couldn't get a fly ball to fall in the grass and we had one taken away that was over the fence. How are you going to beat that?" The Angels were even with the Rays atop BP's defensive efficiency scale, and they rated third on BIS' defensive runs saved above average tally. But it should be noted that while Josh Hamilton's arrival helps the offense, his defensive metrics in the outfield plunged last season. His -15.5 UZR/150 mark was among the worst in the game. So right field will look dramatically different with Torii Hunter out of the picture. The rest of the Angels' outfield, however, will be electric with Peter Bourjos in center and Mike Trout in left, and the Angels remain strong in the infield -- a big key, considering the concerns about their pitching staff.
Honorable mention: The Mariners have consistently been among the best defensive teams during Jack Zduriencik's time as general manager, but they clearly sacrificed some defense in their pursuit of offensive upgrades this offseason. It's worth noting, though, that Brendan Ryan and Dustin Ackley were credited with more defensive runs saved than any other keystone combo in the game last year. ... Shortstop Clint Barmes didn't hit a lick, but he did help guide the Pirates to new heights on the defensive scale in 2012. And Russell Martin is a strong addition behind the plate. ... The Dodgers had a top-10 defense last year, but you really have to worry about Hanley Ramirez playing shortstop, which is the plan for now. ... The White Sox, who made the fewest errors in baseball last season, improved considerably, thanks in large measure to Alex Rios' move from center to right field. ... The Blue Jays led the American League in defensive runs saved but probably won't fare nearly as well with Jose Reyes in place of Escobar at short, Emilio Bonifacio in place of Kelly Johnson at second and Melky Cabrera in the outfield. ... I had the Royals at No. 10 on this list last year. They proceeded to finish with metrics that rated them anywhere from below average to awful, which shows how much I know. But there is still a lot of youth and athleticism on their roster with the potential to evolve into an above-average unit.
Anthony Castrovince is a reporter for MLB.com. Read his columns and follow him on Twitter at @Castrovince. Matthew Leach contributed to this story. This story was not subject to the approval of Major League Baseball or its clubs.


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Train Marseille → BelfortFrom HK$0
Find a Train Ticket
Overview The average travel time between Marseille and Belfort is 5h50 minutes. The quickest route is 4h26 minutes. The first train leaving Marseille is at 07:10, the last at 22:02. There is an average of 16 trains a day between Marseille and Belfort, leaving approximately every 1h02 minutes.
- Departure station : Marseille st char (Square Narvik 12232 Marseille cedex 1)
Why choose us?
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Main stations in Marseille and Belfort
Departure station
Marseille Saint Charles Train Station
Address: Square Narvik 12232 Marseille cedex 1Opening hours: Monday to Friday: 4:30am to 1am
Saturday and Sunday: 4:30am to 1am Trains operating in and from this station:
High speed trains (TGV), Regional trains (TER), Intercity trains (Téoz)
SNCF rail agents, Lost and found, Luggage storage, Bank and Currency Exchange, Lockers, Police office and SOS Voyageurs, Travellers' Aid facility, Air-conditioned waiting room, Tourist Information Point, Assistance for disabled persons, Car Parking, Toilets, Wi-Fi Internet, ATM and Phone cabins.
Travel inspiration in Marseille and Belfort


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The research was led by
the institute's director, Anthony Atala, M.D., who is most famous for
devising a cell seeding technique that involves spraying cells
harvested from an applicable tissue onto a collagen matrix, led the
research. Under Dr. Atala's scheme the developing tissue is
bathed in a nourishing serum than keeps the tissue in a chemical
environment similar to the human body, and at a similar temperature
to that of the human body. Growth factors and other beneficial
compounds are seeded into the tissue beforehand, to encourage the
cells to divide and populate the new tissue.
Most cells
contain a wealth of information about how to grow and form their
local tissue. Once in a receptive scaffold (like the collagen),
they're sometimes able to grow and form new tissues, if they're
exposed to the proper chemicals and physical conditions. By
combining one or more tissue types and encouraging the growth of
blood vessels, organs can be formed.
Dr. Atala's team had
already regrown and implanted seven human male bladders, a
significant success. Ten years later, the patients are still
showing good function. However, the penis proved a much more
elusive and complex tissue to grow. Growing the outer skin in
theory wouldn't be overly challenging, but the inner spongy tissue,
called corpus cavernosa, proved to be a much stiffer challenge due to
the complex mix of cell types needed.
Past artificial penises
grown at Wake Forest were taken off the drawing board after failing
to stay erect when implanted into rabbits with a piece of their
spongy tissue removed. After close to 18 years of failed
attempts, the researchers tried a different angle, removing the
entire spongy tissue (not just a segment) and using different growth
factors on a complex mix of cells, including smooth muscle cells and
endothelial cells -- the cells needed to form the arteries needed to
bring blood to the penis's spongy tissues, allowing it to become
The result was a resounding success. Writes the
research team in their paper on the accomplishment, "This
technology has considerable potential for patients requiring penile
The resulting penises were identical to
their natural kin in response to electrical and chemical stimuli.
And the recipient rabbits proved eager to copulate, with eight of the
12 rabbits with implants achieving ejaculation and four becoming
fathers. While rabbits normally like to procreate over the long
term, the recipients proved unusually randy, attempting to procreate
much faster than normal male rabbits.
Describes the team,
"Most control rabbits did not attempt copulation after
introduction to their female partners. All rabbits with
bioengineered neocorpora attempted copulation within one minute of
The study was reportedly published in the
journal Proceedings of the National Academy of Sciences (PNAS)
on Monday, though a quick
glance at the November 9 early edition did not show the study.
The research proves eerily similar to the frequently on-point
animated show South Park's episode "Eek a Penis", which
aired last year and involved the character Mr./Mrs. Garrison having
his/her penis regrown on a lab rat. Despite the success,
though, such more advanced sex change operations remain out of reach,
as scientists have yet to engineer functional testicles from body
tissues. Still, for some with damaged penis tissue, this study
may provide new hope.
The research team next plans to start
trying to implant regrown human penis tissue. States Dr. Atala,
"We're going to be doing that experimentally at our center."


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Cortez youth volleyball
Cortez youth volleyball for 2013 starts Monday, Jan. 7. A parent informational meeting and sign-up that day will be at 6:30 p.m., at the Cortez Middle School main gym. The program is for girls and boys, fourth- through-eighth-grade, who want to learn and improve their volleyball skills, and have fun doing it. Practice for grades four-six is Monday, 6 to 8 p.m. Grades 7-8 is Wednesday, 2:40 to 4:30 p.m. Cost is $60 per player with multi-child family discounts available. Please contact Valorie Bauer at 799-4880 or Barbara Chappell at 570-9990 with any questions.
Trout Unlimited fly tying classes
On Tuesday, Jan. 8, from 7 to 9 p.m., in the upstairs room of the Cortez Cultural Center, the Dolores River Anglers Trout Unlimited club will start its third year of fly tying classes. The second class will be held on Tuesday, Jan. 15, from 7 to 9. The remaining class dates and times will be decided at the first two fly tying classes. The classes will cost $10 for five different class sessions. All ages and tying experience are welcomed. Participants are encouraged to bring their own vice and equipment. The classes are open to the public, as well as Trout Unlimited members. There will be a special discount to become a Trout Unlimited member at the classes. At the conclusion of the final class, two fly boxes will be given out with a sampling of flies that the instructors have tied for the adults and two fly tying vices will be given to the youth. Class size is limited to 30. Please call Brad Waltman, Educational Chairman of Dolores River Anglers Trout Unlimited, at 759-0175 to preregister.
Cortez Rec. Coed volleyball
The City of Cortez is accepting registrations for the 2013 Coed volleyball season. All games will be played on Wednesday nights. It's a guaranteed eight game season, plus a double elimination tournament. T-shirts will be awarded to the tournament winner. Fee is $175. Registration ends Wednesday, Jan. 9. The season begins Wednesday, Jan. 16. Call 564-4080 with any questions.


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It was a nice fall day here so my wife and I took the '24 Touring for a ride into town. It was running great until I approached a stop light and was close to stopping when all of a sudden BANG! A loud noise from the engine or transmission and the immediate sound of metal bits flailing around inside. The motor was still running so I got it off the road and shut it down. I noticed the clutch did not seem to disengage. Got to a safe location and looked things over externally, but did not see anything abnormal.
Fortunately, I have the JC Taylor Roadside Assistance plan and got a flatbed to bring me home.
At home I opened up the trans cover and looked inside, but didn't see anything obvious (but I am a newbie). I drained the oil through a strainer, but got no metals chunks or debris out, the oil seemed clean. I put the rear end up on blocks and hand cranked the motor over with the plugs out and thumbs over the holes to see if I had compression. They all seemed good.
So now what? I have an experienced T goy coming over to look at it tonight. By what I told him on the phone, he said it may be the clutch spring broke. What do you guys think. This is all new to me, so I'm open to advice. Thanks
A sad sight indeed!
Did you still have babbitt in the rear end? Sounds to me like the thrust washers went and the pieces got into the gears.
Steve -- Applying the brakes and getting a "BANG" usually points to disintegrated thrust washers, as R.S. said. I've heard that sound myself, and it sounds like it's coming from the tranny.
The good news is, it's much easier to rebuild the rear end than the engine/transmission. You don't even have to pull the engine!
Jack up the rear end and test to see whether there is in/out play to your wheels/hubs/axles. (Release the parking brake.) There should be only a few thousandths of an inch of movement. If the thrust washers are gone, there will be much more than that and you will have found your problem.
I have had similar things happen. Since the engine is still running, it is not very likely to be a broken crankshaft. If the driveshaft had broken, you would have been in freewheeling. However, from the picture you have brakes on the rear wheels, so were able to come to a stop. One thing that happened to one of my cars one time was a bolt came out of the drive plate and went around the transmission and landed on top of the screen at the top. I was able to drive the car home, but the starter ring was damaged.
A cracked drum would be evident by shredded band lining inside the transmission and you would notice cracks in the drum when you rotate the engine.
You could have frozen planetary gears in the transmission. That would lock it in high even though the clutch was still working but the low and reverse would not work and it would not idle with the wheels on the ground.
Broken thrust washers in the rear axle would affect the gears and the transmission brake.
You might not be able to find out just what is broken until you disassemble it. The symptoms sound to me like something is locked in the transmission and clutch.
Good luck
I vote for the rear end failure.
Good news -- it will run and drive again. Keep us posted on what you find out. And pay attention when your friend helps you trouble shoot the problem. You'll be the expert to help the next person out with their T!
Also, if you haven't checked to make sure the thrust washers in the rear axle have been replaced with bronze -- I would strongly recommend that even if the problem was caused by something else. Please see: http://www.mtfca.com/discus/messages/257047/295678.html?1339633408
for additional information on the babbit verse bronze thrust washers.
Good luck!
Respectfully submitted,
Hap l9l5 cut off
"I noticed the clutch did not seem to disengage."
I'm still confused about that part of the deal. A broken crankcase ear could cause that. But that wouldn't result in the sound of metal bits flailing around. Hmmm...........
Thanks for your thought guys. My T friend was just here and we spent an hour or so looking at it. I put the rear on jackstand and checked for axle in/out play, it was tight with no noticeable slop. The fellow I bought the car from said the rear end had been completely rebuilt including bronze thrust washers.
We made sure none of the bands were dragging and the clutch was adjusted per the service manual, all was ok. The problem seems to be that the clutch does not disengage. I can work the clutch pedal and see the fork and spring move, so it seems like it is ok, but its not. With the rear wheels in the air I can hand crank the motor and the wheels turn. If I set the parking brake, I cannot crank it as the brakes hold the drive train solidly. So its not just clutch drag due to oil. I can turn the rear wheel and the engine turns over. Basically the same test, but from the other end.
When it broke today, I distinctly heard metal piece or pieces being thrashed around. Could there be little parts in the clutch or clutch bearing than broke causing the thrashing sound and somehow lock the clutch up? Can the clutch just seize up? I just changed the oil a couple weeks ago and it was full to the upper petcock.
At this point it is looking like the engine/trans will have to come out for a further autopsy. I bought the car in July, my first T. I was hoping to just tinker and enjoy it. Was not expecting to have to do major repair like this. Rather frustrating. Time for a cold one.
Steve, darn it. On the plus side, it would have been worse if it happened in the spring. Now you have all winter to sort it out and be ready for touring in 2013.
As Hap's link might lead you to expect, my first thought on reading your symptoms was rear axle, too. It could be something else, but I think that's the most likely culprit.
It could also be a flywheel magnet keeper that has come loose. You can easily check this by pulling the starter and looking through the hole while turning the engine over slowly.
Steve B,
Alas, but all is not lost. From your first above, I too thought "Babbitt thrust washers, again". But from your update, I would side with transmission/clutch. I don't do that often from your first descriptions.
Yes, there are several things inside the clutch that can do this. Most likely suspect depends upon what type of clutch is in your T. A triple gear can also do this. Whatever it is, you will most likely have to pull the engine out.
Take heart. This was discussed at length in the Santa Clara Valley Model T Ford Club about forty years ago.
For the most part, antique automobile people are among the best people you can ever meet. We know this. The question is "why"?
We came up with two answers.
One. People that enjoy early automobiles and history, tend to appreciate many other things. They see their place in history, past and future. They tend to care about other people that also care about things beyond themselves antique autos or not.
Second, and what is appropriate here. Antique automobiles are not for everybody. They sometimes try to "chew you up and spit you out". They do things like this. It takes a strong person to take this sort of thing and still love to work on and drive them. You can do it. It isn't that difficult. A little help, questions answered here, and you can soon be driving down the road again, knowing that YOU DID IT!
Model Ts are fun! Most of the time. Actually, if work is done properly, they are surprisingly reliable, and can be driven great distances.
With just a little luck, in a year or two, you will be on a big tour with one of the clubs. And this will be the story you swap around the parking lot and laugh.
Drive carefully, and enjoy, W2
Nice looking T! (By the way)
Hey Steve keep us posted..
Could be the universal joint- I thought I shredded the gears in the differential when it broke. Believe it or not, I was very happy to see the u joint fall out in pieces when I pulled the rear end out!
You may to have to check the drums. I;m with Mike on the clutch not engaging. It may be one of those projects that you have to search and discover..
Pull the engine and do a tear down to check everything or you may end up costing yourself a lot more. If you have never had the engine down before, now is the time to check it out. I trust very few other peoples word as to what has been done in the past to a T engine. KB
Since nothing is visibly wrong it looks like a teardown is in order. I'll check the u-joint first and look for anything else that doesn't look right. I appreciate your encouragement and thoughts. Its frustrating, but I've got to look at it in a positive light make it a great learning experience.
Steve, Have you tried all the gears with the rear axle jacked up and the hand brake half way or free neutral position, spark plugs removed and being hand cranked. Does it appear to be in high gear, what does it do while an assistant pushes the clutch pedal into low, then reverse than the brake pedal. Did the engine quit or was it shut off when this first happened? Just a guess clutch plated seized?
Steve , I reread your first post and you indicated the engine was still operating were you operation on mag or battery,also just spoke with Jim Golden his guess is a triple gear problem.
A couple of thoughts 1st per George's point you could have thrown a magnet clamp and it got caught in the triple gears. 2nd your triple gear post/s could have wallowed out and caused the gears to bind but i'm not sure you would have heard the banging in the transmission. You most likely would if it were a magnet clamp. You may have to pull the engine, however I would take the hogshead off first. You could then inspect the flywheel for missing magnet clamps and also see if any there is damage to the magneto field coil. You need to be sure that none of the windings are loose or cut in which cased you could bird nest the transmission, don't ask me how I know. I hope its something simple but better safe than sorry.
I'm with John T, the next step is to pull the hogshead. You'll be taking it off if you pull the engine/trans anyway.
It appears to be in high gear from what I can tell turning it by hand. As I was pulling off, I pushed in the pedal for low gear and it seemed to be struggling. Perhaps high and low both trying to work a the same time? I was running on magneto and up until I shut it off, it seemed to be working ok I think. At this point its hard to recall all the details as it happened so fast. I'm not sure what a magnet clamp looks like, but by the noises I heard, that sounds like a possibility. Can I inspect for a missing clamp by removing the starter and looking at the flywheel as it is turned?
After draining the oil I stuck my finger up into the hole to feel around for anything foreign. I found no broken chunks, but I did touch what feels like sheet metal on both the left and right side of the hole. it feels evenly located on either side of the hole, almost like it is suppose to be there. It feels firmly in place. Is this normal? If so, what is it? Or could it be parts of an errant magnet clamp? Thanks guys.
My pan has that same type of thing at the drain hole. If something were to get in, like a nut, it would probably hit that hole and the pieces of metal you describe would prevent it from coming back out. Pieces of my bendix found their way into that spot.
Steve, Remove starter bendix from starter prior to moving starter motor, before removing hogshead.
The metal you feel is a baffle above the oil drain, supposed to be there. You possibly could see a missing clamp through the starter hole, but the field coil is in front if the magnets yet has some holes you can see through and the tips of the magnets are at the edge of the field coil frame. I would still recomend looking, though I really expect you are looking at an engine out repair. Have you removed the transmission access cover to look inside?
could be the clutch spring cup. It happened to me once. The pin spun, and cut the end of it off.Would not disengage.
Could be the clutch spring cup. It happened to me once. The pin spun, and cut the end of it off. Would not disengage.
A baffle? OK, that's good. I'll be sure to remove the bendix before removing the starter and peeking inside. Dan, yes we removed the access cover and looked closely the other night. We didn't see anything wrong, but I'll take a close look at the clutch spring cup and other parts again. I'll try to get a photo of it tonight. I'll start planning for an engine removal.
Steve, is there a chance you'd have access to a Borescope. A lot of repair shops have them. I've got one and I wish I was close enough to bring it to your house so you could use it.
The magnet clamp is a rectangular plate that measure maybe 1 1/2" long by 1" wide. I'm kind of guessing on the size because it's been a long time since I had my magneto apart. There'll be a countersunk hole in the middle of it.
From reading the above descriptions, I would rule out the universal joint or the rear axle as being the cause of the problem. I would say one of three things is wrong. One would be the clutch. You can see the fork and plate operate, and the spring is visible through the inspection hole, so the problem could be inside the clutch assembly. The ears of the clutch plates could be broken or jammed causing the plates to lock in place. The other possibility would be seized triple gears. The gears could appear normal, but unable to spin on the shafts because of seized bushings. Or some part could be wedged in between the gears causing them to be inoperative. Any of these three things could cause a noise sounding like metal breaking.
Mike - no boregauge handy. Wish I did.
Norman, I agree with your conclusions. That seems to be the problem area. I started reading the MTFCA Transmission book last night. Before I do anything besides look and peek, I'll finish reading that and the pertinent parts of the service manual.
Ok. It seems everyone has ruled out the rear end and is focused on the mag. I took my 24 to breakfast one morning and kept hearing a tinny sound (something like a tin can hitting the radiator) and stopped to check. Nothing appeared so I went on to breakfast and parked. After breakfast I went to start the car and as soon as I hit the starter, BANG. Then nothing. I thought I had broken the crank it was sooooo loud and then the engine would not crank (even by hand). I did the tear down and found a broken magnet lodged between the flywheel and the pan. I think I was lucky it did not happen with the engine running!! My advise, tear it down and avoid a real disaster that could cost a lot.
I removed the bendix and starter tonight. My son slowly cranked it over while I looked into the hole. I saw no damage to the coils or anything else. I don't think there is anything else to do but pull the motor and tear it down.
Steve, sorry to hear about your problems. I cannot add much to what has already been said, beyond, take your time taking everything apart. Bag and tag everything so you know what goes where when it is time to put it back together. Take many many digital pictures along the way. You cannot take to many pictures. Again this will help you figure out how to put it all back together in the end.
I recommend using an older (extra??) digital camera, the reason for an old digital camera is it could be a bit oily/greasy when you�re done. If you are really careful you can keep it clean, so your wife won�t yell at you.
Good luck, please keep us informed of your findings.
It�s about time for an update on my broken T.
I finally was able to pull the engine and see what happened . With invaluable help from Lee Crenshaw, we pulled it out yesterday and tore apart the transmission. After pulling the clutch drum hub, the drum/gear assembly should have pulled off easily, but didn�t. While the drums could rotate slightly, they would not pull off. We improvised a puller and were able to get them off with no damage. Apparently one of the bushings was galling making it very difficult to remove. Once removed we found several problems: A couple broken teeth on the low speed drum gear, one of three cluster gear bushings frozen to the pin and signs of heat on the clutch drum hub and thrust washers behind the brake drum. We found the broken teeth in the pan. On a positive note, it has the original style clutch but has been updated with the 26-27 style brake drum with steel shoes. The drum was modified to work in the earlier style transmission. The clutch lugs look fine.
I don�t know why this happened for sure. The engine/trans was rebuilt about 9 years ago and had a lot of tours under its belt. Maybe it was my newbie driving style, using low gear too much. Maybe it was the 10w-30 oil I was using (previous owner used straight 30wt). Shortly after I bought the car in July I removed the hogshead cover to look at the bands. I found the filter screen completely clogged with band fibers. I didn�t think too much about it then, but maybe that contributed to oil starvation of the bushings. Maybe it was a combination of all these factors or something else. I�ll probably never know for sure. All I can do is move forward.
I�ve got a lot on my plate at home over the next few weeks, but I�ll clean and closely examine everything and try to determine what needs to be done in the next week or two.
Steve, been there. The proximate cause seems to be the seized triple gear bushing. Sometimes you get lucky and the gear spins on the bushing... but it is never good. This bushing caused the low speed drum gear failure.
The biggest cause of triple gear bushing seizure is not reaming them for enough clearance. The clogged screen leads me to a question which will raise the ire of many orthodox Kevlar drivers. When band lint is floating around it's usually not a problem unless it clogs the oil pipe. Even so a clogged oil line will not kill a triple gear bushing. I would conjecture that if there was Kevlar in there and some got into the bushing it could cause a seizure, even on a correctly set up triple gear.
I had a triple gear seize on my 1913 years ago. I have just assumed that the bushings were set up too tight... but sometimes you just can't find a cause.
Are you sure about that '26-'27 brake drum? It sounds like you might have a '25 drum. It is narrow like the earlier drums and has the lugs with shoes (shorter than the shoes in the '26-'27). The only part you have to cut down is the lug shoes. I really like that style drum, interestingly, I had one of those in my 1913 when it seized it's triple gear bushing! I am positive that is just a coincidence.
It does have Kevlar bands, but I found very little Kevlar strands floating around. The previous owner has a website where he documented the rebuild years ago. He mentioned retrofitting a later model drum. I assumed it was the 26-27 type, but you may be correct. Here is his photos about 9 years ago.
Too bad about your tranny. I had a similar event, and decided Dan MacEachern needle bearings are the answer for triple gears. Just got it running again, so no impression yet. Reverse and Low are definitely quieter.
Say Hi to Tony.
I'll jump in with more of a question than a statement. Can it be that in many instances, we are using low gear with far too high an engine speed?
On the TN and So. Dakota International tours, there were some tremendous hills. We pulled the hills carefully, not wanting to use up a brand new engine. Most folks were impatient with us and drove around us with the engines screaming. Me met many of them near the top of the hill...all waiting for the trouble trailer. We did a lot of waving on those tours...as they passed us, and later as we passed them...
Right or wrong, I use low gear to get rolling and that's pretty much it. Not lots of low, and certainly not any real engine RPM while in low. Long hard hills are pulled with (at most) 1/2 throttle. Most new and many experienced drivers seem to rev the engine while fighting to get low band to "grab", and then run the daylights out of low before they shift. Neither situation is very good on these machines.
I've been reading posts about the needle bearing conversion. Something to consider. Any suggestions for removing the stuck triple gear bushing without damaging the pin?
That's Tony Cimorelli's car! He and Ed knew what they were doing when rebuilding, so the triple gears were probably set up right.
That is indeed a '25 brake drum. The only modification was probably to a set of reproduction lug shoes.
Tony mentioned on that website that the transmission was loose and wobbly before he pulled it down. He shows wear on the tailshaft but never mentions addressing the bushings in the gears. It is possible (but unlikely) that the tranny was re-assembled with the drum bushings worn. It isn't fun, but a full rebuild is in order. I would check/replace all the bushings. This includes the drum bushings with a careful reaming... on a lathe if possible.
Be very meticulous on all clearances, have the drums magnafluxed before re-use (brake and reverse... you'll need a new low drum), balance it all and hopefully you will get more than 9 years and a few thousand miles out of it this time!
This shows that with old cars no matter how careful you are, things happen. ... don't I know it!
Cheers, TH
That photo in the link is quite interesting. I've seen a bunch of reverse drums broken like that one...all of them had Kevlar bands in use.
(P.S. Unlike most folks on this board, I recommend not using Kevlar on your new rebuild, take a look at wooden bands. Now is a great time to change to them, I feel they can't be beat!)
The pin IS damaged
The bushing will probably come off when you push the pin forward out of the flywheel. Otherwise, you'll have to cut it off.
Dan includes new hardened pins with his needle bearings. You have to send him a set of gears.
My dad had a bushing seize like that. Once the bushing was cut off, the pin was o.k. It just needed a little polishing and has been working fine for the last 30 years or so.
I agree with Scott Conger about driving T's. There is a big temptation to have a road race on the tours instead of just going along on a nice easy drive.
I think its because we mostly drive "modern cars" and driving at another pace is just to slow.
Things do happen with Model T's as in any other car.
You just have to remember its not like a vehicle that is 75-100 years newer.
Its older and slower and needs to be treated that way.
The pin is smooth. The inside of the triple gear where the bushing should be pushed into, is not smooth. Often, if a bushing seizes onto the pin, the gear will run on the frozen busing for quite some time. Eventually, the slightly rough surface inside will chew enough brass off of the bushing (I see brass flakes on the drum gear) that the gear begins to knock around and climb the drum gears. Soon after this point, something really breaks.
The nicest, smoothest, quietest, model T transmission I ever ran, was behind a tired old oil-burner of an engine. I had built up a nice engine to replace that old smoker, but decided to use the old tranny. It was just SO-O nice!
When I pulled the flywheel and transmission off the engine, one of the triple gear pins fell out into the webbing holes of the transmission drums that happened to be lined up perfectly to allow it. (Consider this, that is the wrong way. There is a head on the triple gear pin that is not supposed to go through the flywheel!) The triple gear then fell out of the suspended transmission and put a small chip in the concrete.
I had a tour coming up in about a week, and no transmission to put on my fresh engine. Not much in that transmission was usable except the clutch. The flywheel was very much not usable, and a second triple gear bushing was also frozen onto its pin. I had to scramble to get a tranny rounded up and make the tour.
It may have sounded nice, but I cannot imagine that it could have run much longer.
My experience insists that many people who "know what they are doing" set model T transmission bushings too tight. Model Ts like to run a bit loose! Also, make sure the bushing is a good, snug, firm, fit into the gear. Beyond that, I would recommend some Loctite. The "big gap" stuff. I think I use "red". I also think there is a better one, but the local store doesn't have it.
Thank you for the update. I do wonder about these things. And good luck!
Drive carefully, and enjoy, W2
Let's think about this, which way to go. Pay the price for a new set of pins and press them in or tear everything apart again in 2 years? And then pin bearings or not is the same as asking 35 moving parts or 1? And this transmission has already broken once? And the way Henry did it originally has worked in most instances for up to 100 years.
I don't want to do this again and don't mind spending the money or time to get it done right. But I don't have the special tools, fixtures and experience to do it myself. As Clint Eastwood said "a man's got to know his limitations". So with that in mind, who would you recommend to rebuild it? I'm in northern Virginia. If I can find someone good within a few hours drive, I'd prefer to deliver it personally rather than ship it. Suggestions?
Steve--did you notice any roughness or chatter in low or reverse in days prior to the failure? Mine is acting oddly and one of the local T guys said it sounded like worn bushings in the planetary gears.
Note that Ed rebuilt that transmission about 10 years ago and Z Bronze triple gear bushings are mentioned in Tony's photo series.
Was that Z Bronze the material that everyone had problems with for a few years? There was a lot of discussion about that material on this Forum at about that time.
I find it very interesting that the transmission performed well for 10 years. Tony drove the car on several tours with no problems that I can recall.
John - no chatter or other issues up until it broke.
I too wonder about the many previous years of good service before this happened. I have to attribute it primarily to my newbie driving style, using low gear too much. I also think the clogged filter screen I found earlier may have been a contributing factor due to reduced oil over the drums. Whatever the cause, its time to look forward, not back. I'll get it properly repaired and back on the road. Then I'll be smilin' again!
As I mentioned about my transmission, from years ago. I don't believe it could have run much longer given one seized bushing and one pin falling out of the flywheel. Yet it was the smoothest and quietest T transmission I ever had. And I have had a few that other people said sounded great.
I absolutely agree that you should get it fixed right. However I cannot recommend anyone in that area because I have not seen enough of their work. There are several regular posters on this forum that I think would be good. And a few of them should be only a few hours from you.
My only other main concern, is that they make certain that the bushings are solidly, properly, installed in the gears. Over the years, I have known several people that had transmissions rebuilt by someone that "knew" what they were doing only to have them fail with a seized bushing. It is my belief that a combination of about one thousandth too tight on the pin, but not properly installed in the gear was the cause. About a year ago, I looked through a bunch of triple gears I have. I found only about one in five that the busing fit "properly" in the gear due to issues within the gear itself.
Good luck!
Drive carefully, and enjoy, W2
If the pins were replaced before, then the .002 oversize card has already been played. What do you do? Would it not be better to polish the pin that is there and not risk new lose pins?
Last night I finished making the engine stand adapter and got the motor transferred from the the hoist to the stand. Then I removed the flywheel. Here's a look inside:
The motor looks very clean inside, besides a few strands of band lining here and there.
The bushings in the two triple gears that did not seize appear to be tight in the gears. I looking in the bore of the other one and it looks smooth. It didn't seem to be harmed by spinning on the bushing.
I hadn't thought about oversize pins being used previously. As a newbie, I'm not sure what to do with that. Still looking for tips for getting that frozen bushing off without damaging the pin.
Since you won't use the bushing anymore, you can grind on two sides with an angle grinder - just stop before you cut much into the pin. A regular two jaw puller might grab the cuts and pull the bushing. If it wants to slip you can force the jaws together with a large hose clamp.
Or with one big hammer or piece of heavy iron, held very solidly against one side of the bushings and a small hammer used to tap the other side of the bushings you can stretch the bushings enough to get them off. Check the ball cap (fourth main) clearance, should be about .002, if it is much more that that I'll cut and polish the the shaft and pour the cap to match. You pay the shipping and it won't cost a penny. Bob @ 903 824 1949
Actually, if that bronze bushing was warmed with a torch, it might slide right off then.
A good torch and a big hammer are both excellent tools for the Model T work.
My belief is that the bushing was seized early on and was not a factor in the failure. The true culprit was the low drum gear. I have seen them cracked but never saw one that let go, until yours. Look carefully for anything that might have gotten in between those gears to cause this.
My dad's touring had a seized bushing that he finally got around to fixing years later, when the engine was pulled for a new starter ring gear. It was a little noisy but did fine until fixed.
Revving up too high in low will certainly add wear to the parts involved, but wouldn't be the cause of this.
If the pin is still smooth, round & tight, leave it be. Get a new bushing in your triple gear, (if the gear teeth on it are not damaged by the crunch), and replace that low drum gear. You'll be good to go.
What was the cause of it all? Most likely, 100 year old parts that just wore out. There doesn't need to be any more to it than that.
Jerry might be right on this one. Check all the brake drum clutch lug shoes. I had one fail once and it buggered up the triple gear pin when it went through the triple gear, munching teeth could also happen. If you are missing a shoe you might have found the proximate cause. The macerated shoe ended up in my oil screen.
Of course I did read that you said the clutch lugs looked fine, I'm not sure you were referring to the lugs or the shoes.
Bob S. - thanks for the offer, that is very generous.
Jim - I'll try heating the bushing and see what happens. Maybe I'll get lucky.
100 year old parts, sure is possible. Both the brake drum lugs and steel shoes were intact and in excellent shape. The clutch hub got hot as did the 3 thrust washers. They were blue. I wonder if the clutch hub could have moved towards the front, loosing the .018"-"022" clearance and causing it to heat up, expand and lock up. But the clutch hub was on tight. It took a strong puller to remove. I still need to examine all the parts closely, just haven't had time yet.
Here is a shot of the brake drum:
And here's one of the thrust washers:
There was a lot of heat at the thrust washers at some point.
The mag ring looks good, I see no damage:
The transmission shaft has some scoring from the thrust washers and bushings:
Should this shaft be replaced? Are new ones as good as the originals?
Read the article about the transmission / shafts, and ALIGNMENT... troop
Steve, we also need to see a photo of the 4th main bearing condition and the end of the transmission back plate.
Good question Steve,
Has anyone researched the specifications for the transmission shaft? Like everyone else, I have about a dozen of these originals on the shelf and would be pleased to select one that met specs and send it to you.
I've really enjoyed the 30 minutes or so reading this mini-mystery while listening to the morning news and watching the sun come up
That article on the Tulsa site looks really interesting. I've printed it out and will read it carefully. I need to get batteries in my other camera, the cell phone pics are not as good as I'd like. But I'll get some shots of the 4th main and back plate. A new shaft from Lang's is about $200 - ouch. If mine can be cleaned up and used or a better one obtained, all the better.
Ok here's the 4th main bearing. It looks pretty good to me:
Here's the rear shaft that goes through it.
The fit is nice, not more than a couple thousandths clearance by the feel of it.
Steve, if I'm not wrong, that blue colored material is spun Babbitt on the tail shaft.
If my memory is not wrong, Babbitt melts at about 880 degrees F.
That shaft looks like it endured a rough life.


text:
VALLECITO The law-enforcement task force canvassing the Vallecito community for clues to the disappearance of 13-year-old Dylan Redwine has discarded the possibility that he ran away Nov. 19 from his fathers home north of the reservoir, La Plata County Sheriffs Office spokesman Dan Bender said Wednesday.
Theres a combination of factors, Bender said. Theres been the passage of time without any sightings; Dylan was not a visitor but had friends here; he has a history of staying in contact with his family and friends; and theres been nothing on his cell phone record since he was reported missing.
Twenty law officers on Wednesday continued their door-to-door visits and inspection of buildings that began Tuesday with the hope of finding someone with information that can help solve the mystery of Dylans disappearance.
The task force has officers from the sheriffs office, Durango Police Department, FBI, Colorado Bureau of Investigation and the Bayfield Marshals Office.
A telephone tip line (970) 382-7511 is now available at the sheriffs office. The line is not answered but is checked periodically, Bender said.
Tips can be left anonymously, but if the caller wants a reply, a call back number is required, he said.
The task force is gathering any form of information, Bender said. The information may not be applicable now but could be in the future.
Specifically, investigators would like to talk to anyone who was taking photos or shooting videos that show vehicles along the typical routes between Vallecito and Durango from 6 p.m. Nov. 18 to noon Nov. 19. That would include county road 501 and 240.
Anyone who can supply a copy of his or her photos or videos is asked to call the La Plata County dispatch center at 385-2900.
Three canine units belonging to La Plata Search and Rescue returned Wednesday to Vallecito to explore areas adjacent to the reservoir but not along the shore, Bender said.
Dylan was visiting his father, Mark Redwine, under court order, during the Thanksgiving holiday. The parents divorced in 2007 and Elaine Redwine moved with Dylan and his brother, Cory, 21, to Colorado Springs.
Mark Redwine, father to missing 13-year-old Dylan Redwine, made his first public appearance last night at a vigil in Bayfield. But when reached at his Vallecito home Wednesday morning, Redwine declined any possibility of further publicity, saying he wanted the attention to stay on the serach for his son.
The media has tried to turn the attention to him, but the story needs to stay on Dylan, Mark Redwine said, when he declined to be formally interviewed.
He said a million things were running through his head about what could have happened to his son. He said he doesnt think Dylan ran away.
He has nothing and no one to run away from, Mark Redwine said.
He said he will continue to stay in his house, saying he thought that was what would be best for Dylan. Mark Redwines brother is also staying with him.
Mark Redwine said Dylan had made tentative plans to meet friends at 6:30 a.m. Monday morning, but nothing was etched in stone.
He said he had questioned why the 13-year-old would want to wake up that early in the morning.
Ryan Nava, 13, a friend of Dylans said in a phone interview Saturday that Dylan was originally going to Bayfield to visit his friends Sunday night but then changed that to meet them early Monday morning.
Mark Redwine said he was going to give Dylan a ride to his friends house and tried to wake him up when he left Monday morning, but said he was out like a light.
Mark Redwine said he had to go to Durango that morning to run errands and to speak to his divorce lawyer.
The Vallecito area was quiet Wednesday morning with people walking their dogs and opening stores for the day, evidence that life goes on for the residents as authorities continue their investigation.
Authorities redirected the search for Redwine on Tuesday, and went door-to-door canvassing the neighborhoods after they used divers and sonar equipment to search Vallecito Reservoir.
While residents say they are still hoping Dylan will return safely home, a vigil held Tuesday night in Bayfield painted a less-than-optimistic picture as speakers mixed past and present tense throughout their speeches.
I want my gut to tell me that hes still hiding out there, but my gut is telling me something more is going on, said Vallecito resident Richard Scarbeary on Wednesday morning.


text:
EDMONTON - The Edmonton Journal's goosecam is off-air after a windstorm scattered the nest and crushed the eggs on Saturday evening.
Bruce Edwards, a Journal photographer, found the remains of the nest on the farm west of Edmonton where the goose settled each year.
"A sudden gust of wind blew over the 800-pound straw bale the goose had nested on," Edwards said. "The nest and eggs fell to the ground."
The five eggs in the nest were broken and crushed in the fall.
The mother Goose, named Patience by online viewers, was not hurt and may eventually pick another place to nest.
For the time being, the Journal goosecam is not operational.
Winds in Edmonton and the surrounding area gusted up to 90 kilometres an hour through the day and evening, according to Environment Canada.
This year's goosecam, an annual livestream of a goose and her eggs, went live on April 18. The goosecam was in its sixth year, returning every spring. In that time, 23 goslings have hatched.
Before the wind overturned the equipment, a camera also took still photos and tweeted those photos every few minutes with the current temperature and humidity on-site.
Edwards said the goose and gander arrived at the farm on April 1 and made a nest high up on a bale in a covered shed on the property. It was her highest nest yet, more than four metres off the ground.
The goose laid the first egg on April 11. Usually, she would then sit on her nest almost continually until thee eggs hatch between 25 and 28 days later.
EDMONTON — The star of the Journal goosecam has returned to a farm on the western edge of Edmonton and has so far laid five eggs.
Journal photographer Bruce Edwards set up a video camera to livestream her progress April 18, and Ms. Goose will tweet updates as she tends her eggs over the next few weeks until they hatch.
"Happy the government is freezing tuition," she tweeted from @JournalGoosecam, referring to Premier Alison Redford's announcement. "You have NO idea how expensive gosling post-secondary education is."
This year, a robotic camera dubbed Goosebot by its creator, Ryan Jackson, will take still photos of the goose every two minutes, and tweet them along with the current temperature and humidity on site. It's a way to help viewers understand what the goose goes through during spring's typical weather extremes, said Jackson, a multimedia photojournalist at the Journal.
Wildly keen Goosecam fans can see every Goosebot photo via @EJ_Goosebot, or just check in from time to time using our web app, InstaGoose.
Jackson also upgraded the livestream quality and software to allow viewers to watch on mobile phones and iPads, but he recommends they check their data plans if they aren't connected with Wi-Fi.
Edwards said the goose and gander arrived at the farm April 1 and made a nest high up on a bale in a covered shed on the property. It's their highest nest yet, more than four metres off the ground.
The goose laid the first egg on April 11. She normally lays one a day, up to about six eggs, then sits on her nest almost continually until they hatch between 25 and 28 days later.
The day after they hatch, the mother goose will fly down to the ground and call her goslings to jump after her. Then the whole family will waddle to the pond together.
This is Edwards' sixth year running the goosecam and in that time he's seen 23 goslings hatch and march off to the pond. The geese also adopted four chicks last year which had been rescued by a wildlife society.
He tries to stay out of the way and bother the geese as little as possible, but loves watching how the male and female interact and care for their young.
"I was surprised at how smart they are and how they co-operate," said Edwards, a 54-year-old photographer who has been with the Journal for 32 years.
Each year, the gander checks out the route to the pond the day before the family leaves, then comes back and communicates to the goose when it's time to go.
He helps shoo the goslings out of the nest and solves problems, getting the family around fences and other tricky objects in their way.
"They seem to be capable of a lot more than I thought they would be. Some people might just say that it's instincts, but I think it's more than that," Edwards said, reflecting on the many hours he's spent watching the geese.
"People might not have thought that geese were very smart, but my thinking over the years is that people tend to base animal intelligence on how human-like they are, which is not really the way to judge them.
"There's a lot more to intelligence than just whether you're able to fetch a ball."


text:
If you look around the league, it's not easy to find the perfect trade fit for Toronto's veteran point guard Jose Calderon. As a player in the final year of a deal that pays him $10.56 million this season, you have to figure that any trade partner would likely have to fit the following criteria:
A contending team that's willing to roll the dice on what could be only a few month's worth of Calderon.
A team with an expendable player, preferably a SG, SF or C, who they could offer as a centerpiece in return.
Lets take a look at some possibilities, shall we?
Indiana's Danny Granger is rumored to be on the block. The Pacers have played well without him this season, he's due to earn over $14 million next season, and Paul George's emergence makes him more expendable, but Indy would probably want more than an expiring contract with no guarantees beyond this season.
Utah is another obvious possibility, given the Jazz's gaping hole at point guard with Mo Williams expected to be sidelined through mid-to-late February. The problem is that Utah doesn't have much more than the expiring contracts of Al Jefferson and Paul Millsap (not a fit) to offer in return, unless the Raptors would be up for something like Marvin Williams ($7.5 million player option in 2013-14) and young swingman Alec Burks.
Dallas, Detroit and maybe even a team like Milwaukee could be other options. The Mavericks lack the trade chips, but need help at the point, while the Pistons and Bucks both have pieces to deal but aren't serious contenders.


text:
These are the patented ski goggles with a built-in wireless intercom that allows skiers to speak to each other during a day of schussing. The goggles employ a Bluetooth transceiver with a 1,600-foot range, so up to six like-equipped friends can discuss slope conditions, an individual's whereabouts, or just apr�s-ski plans. A bone conduction microphone built into the goggles' frame delivers clear speech without the wind-whipped garbling of an external microphone and a standard 1/8" jack lets you plug in your preferred earphones. The goggles connect wirelessly to a smartphone for music on the moguls, or for automatic voice answering of incoming calls. Large buttons at the temples allow even gloved hands to adjust volume, handle phone calls, or activate intercom mode. The mirror-coated black lens blocks 100% of harmful UV rays, with an anti-fog and anti-scratch coating. Goggles provide 12 hours of talk time on a full charge from the included USB charging cable. Includes two sets of earbuds (standard and under helmet), interchangeable orange-tinted lens, hard case, and fabric bag. Black. 4 3/4" H x 8" W x 4" D. (1 1/2 lbs.)
Lifetime Guarantee
The Voice Communicating Ski Goggles come with The Hammacher Schlemmer Lifetime Guarantee. If this product ever disappoints you, for any reason, you may return your Hammacher Schlemmer purchase for exchange, credit, or refund.
Should you have any questions, we are available seven days a week (8:00 am – midnight EST). Please call 1-800-321-1484 to speak with a specialist or email us at email@example.com to receive a response within three business hours or less.
Shipping charges noted in parentheses apply in addition to our standard shipping & service.
We're sorry, but gift wrap is not available. Please call 1-800-395-7006 for Premium or Express delivery rates.
Oversized items scheduled for expedited delivery (Premium or Express) may incur additional shipping and services charges because of their unusual size. Please call 1-800-321-1484 for an estimate of S&S charges. International callers, please call 1-513-860-3397.
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May we recommend:
COPYRIGHT © 2018 HAMMACHER SCHLEMMER & COMPANY, INC. ALL RIGHTS RESERVED. W103147 E. 57th ST • NEW YORK, NY • 10022 • 1-800-_321-1484


text:
Even with our nice 4 game streak, the raps aren't going to do anything this season. If we trade Calderon now, we could get some valuable assets, and maybe still sign him at the end of the season.
Some reasonable deals I like:
Package Jose and Bargnani for Kings first rounder (2013 or 2014), Aaron Brooks and Thompson.
Calderon to Memphis for Wrotten, and Speights
Calderon to Dallas for 2013 first rounder(might be lotto) and jae crowder
I especially like the last deal - especially cause it could definitely happen.
Your potential deals?


text:
Terrebonne-Lafourche Right to Life Association
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text:
pounding net neutrality and several less tech-related
issues through the door, U.S. President Barack Obama was back at it during his
annual State of the Union Address on Tuesday night, trying to fulfill yet
another one of his campaign promises.
I. Step Right up to the Wireless Spectrum Auction!
When elected, the President promised to deliver faster wireless networks to
Americans. How he plans on making good on that promise is by freeing up 500 MHz of spectrum, currently
left unused, and selling it to spectrum-hungry wireless network providers like
Verizon, Sprint, AT&T, and T-Mobile.
During his State of the Union Address [video],
he remarked, "Within the next five years, we will make it possible for
business to deploy the next generation of high-speed wireless coverage to 98%
of all Americans. This isn't just about a faster Internet and fewer dropped
calls. It's about connecting every part of America to the digital age."
The federal government has 380 of the 500 MHz it needs. However, the
other 120 MHz is currently occupied and unused by television networks, which
were gifted it long ago. The administration is trying to set up a special
auction to convince these networks to part with the unused spectrum by letting
them keep a cut of the auction proceeds.
Verizon Wireless general counsel Steve Zipperstein [profile] cheered
the measure, stating to Reuters, "President Obama is helping the
nation to understand the incredible benefits that broadband wireless can bring:
to our business, to healthcare, to productivity and to education.
Wireless innovation requires public policies that foster innovation,
growth and encourage continued investment by Verizon and our partners in the
Television broadcasters, however, have expressed mixed feelings on the issue.
While they appreciate that the auction will give them funds and that it's
voluntary, they are reticent to part with the unused spectrum, partly because
they accuse wireless networks of sitting on unused spectrum they previously
purchased. States Dennis Wharton [profile], a spokesman for the National Association of
Broadcasters to Reuters, "We would encourage Congress to
immediately pass spectrum inventory legislation that fully identifies airwaves
that are not being used."
Clearly, as with the net neutrality issue, President Obama has his work cut out
for him. But at the very least, he can urge Federal Communications
Commission Chairman Julius Genachowski [profile] to open
up the 380 MHz reserve as soon as possible, even if he can't convince TV
providers to willingly sell their unused spectrum.
II. Hitting the Road for Alternative Energy
Life isn't always easy if you're the president of the world's richest nation.
Not ready to call it a night just yet, hours after giving his address
President Obama hopped a late night flight to Wisconsin. There he plans
to today plug his five "pillar" vision, which calls
for: innovation, education, infrastructure, deficit reduction and
government reform.
The visit is largely focused on the innovation and infrastructure pillars, and
specifically, his objectives concerning alternative energy. During his
speech last night, the President urged Congress to act swiftly to eliminate
incentives to oil companies who import oil from unstable foreign sources (e.g.
Venezuela and the Middle East).
During the speech President Obama stated, "I don't know if you've noticed,
but [the oil companies are] doing just fine on their own. So instead of
subsidizing yesterday's energy, let's invest in tomorrow's."
President Obama hopes to walk a narrow tightrope of investing massively in
alternative energy, but avoiding increasing the spending deficit. Key to
that plan is scaling back military efforts overseas in Iraq and Afghanistan,
refocusing that funding on the home front.
By 2035, the President wants 80 percent of America's energy to come from
alternative sources like modern nuclear fission, solar power, wind power,
geothermal power, biofuel (algae, switchgrass, etc.), tidal power, and
hydroelectric power. Congress has yet to authorize that lofty goal or
discuss what kind of government funding might be necessary to help achieve it.
Meanwhile China and the EU have pledged
over a trillion dollars over the next two decades to clean
energy projects, threatening to leave the U.S. far behind [1] [2]
[3] [4].
On Wednesday, the President will visit [press
release] Wisconsin's Orion Energy Systems,
a manufacturing company in Manitowoc, that designs energy efficient lighting
and solar power solutions, which it sells domestically.
The President's visit to Manitowoc will be a first for a sitting U.S.
President. Orion Energy Systems CEO and President Neil Verfuerth, cheers
the President's decision and the chance to show off the success his
"green" firm has enjoyed. It comes at a time when the
energy-efficient lighting industry is reeling from a disappointing study
released by the Californian state government, which showed compact fluorescent
lamps burning out quicker that expected and saving
less energy.
Two other domestic firms in Manitowoc will also receive a visit from the
President on Wednesday. He will travel to Skana Aluminum Company, a revived domestic
manufacturer who received a $650,000 state grant to employ 110 people and
resume manufacturing. He will also visit Tower Tech Systems, a wind turbine manufacturer.
Despite the fact that his constituents are eagerly awaiting the President's
visit and support, new Wisconsin U.S. Senator Ron Johnson (R) [homepage] seized the opportunity to attack the
President in a Milwaukee Sentinel-Journal column.
He writes:
Washington's agenda has put a stranglehold on
our economy. The pitiful result of the stimulus package is proof that growing
government does not grow our economy. We need a thriving private sector to do
that. We need to encourage and incentivize entrepreneurs, not tax and regulate
them to death.
What America has accomplished over its short history is truly remarkable.
America is exceptional -- it is precious. And we are bankrupting it. Americans
hunger for leadership. They want leaders who understand that the only way to
set America's economy back on the right path is to promote freedom, protect the
free market system and respect our founders' vision of limited government.
Washington's agenda has put a stranglehold on
our economy. The pitiful result of the stimulus package is proof that growing
government does not grow our economy. We need a thriving private sector to do
that. We need to encourage and incentivize entrepreneurs, not tax and regulate
them to death.
What America has accomplished over its short history is truly remarkable.
America is exceptional -- it is precious. And we are bankrupting it. Americans
hunger for leadership. They want leaders who understand that the only way to
set America's economy back on the right path is to promote freedom, protect the
free market system and respect our founders' vision of limited government.
The call for a limited government will please many, but when China and the EU
are racing ahead on the heels of massive high-tech investment in clean energy
and high-speed rail, one must wonder if the economic
wind is shifting when it comes to massive infrastructure projects. And
many forget that the U.S.'s greatest technological innovations historically --
the railroad system and the telephone network, came on the heels of what would
now amount to billions, if not trillions of dollars in land, tax breaks, and


text:
this week, DailyTech
brought you some early information the crossover
version of the Volt. Patent drawings of the vehicle were
uncovered which gave the general shape of the vehicle. Other than the
fact that the vehicle shared its platform with the Volt, not much
else was known about the vehicle.
however, General Motors is spilling the beans on the Chevrolet Volt
MPV5 Concept. The vehicle looks thoroughly modern and shares a
similar design theme up front with the Volt sedan. Out back, the Volt
sedan's taillight design is mimicked on the larger Volt MPV5. The Volt MPV5 even carries over the Volt sedan's Apple-esque dashboard fully intact.
Volt MPV5 concept takes the efficient design of the Chevrolet Volt
and adapts it to the family vehicle crossover segment. It's
immediately recognizable as a true member of the Chevrolet family,"
said Bob Boniface, Director of GM North America Crossover Exterior
the Volt sedan is seriously compromised in interior room due to a
large bulkhead running down the centerline of the vehicle – the
bulkhead houses the lithium-ion battery pack -- and is only capable
of carrying four people, the Volt MPV5 can carry five people. In
addition, the 180.5-inch long vehicle has a 30.5 cubic feet of cargo
space behind the rear seats -- that capacity jumps to 62.3 cubic feet
when you fold down the rear seats.
Volt MPV5 uses the same Voltec powertrain as the Volt
sedan which means that there is a 1.4-liter gasoline engine and a
16 kWh battery pack. Due to the additional weight and poorer
aerodynamics, the Volt MPV5 is only capable of traveling 32 miles using the
battery alone (compared to 40 miles for the Volt sedan). The total
driving range once the gasoline engine/generator kicks in is rated at
300+ miles according to GM. Top speed is listed at 100 mph.
Volt MPV5 concept demonstrates the flexibility of the Voltec
propulsion system, which can produce enough electric power to propel
a range of vehicles. from a compact sedan like the Volt to a
crossover like the Volt MPV5 concept," said Doug Parks, Global
Vehicle Line Executive and Global Vehicle Chief Engineer for Electric
Vehicles at GM.
America's penchant for crossover vehicles, the Volt MPV5 with its
increased people-carrying abilities and vastly superior hauling
capabilities may make it an even bigger hit than the original Volt.


text:
strait serves as a gate for cooler, less salinized water from the
Pacific to flow to the warmer and saltier Atlantic. Their simulations
found that without this flow, the climate of North America fluctuates
much more rapidly – in the span of a few thousand years rather than
some tens of thousands – and helps explain constant temperature and
ice sheet modulation between 116,000 and 34,000 years ago, a time of
constant ice sheet advance and retreat.
In the past, this
pattern was often attributed to the Earth's position along its
95,000 year orbital pattern, but the NCAR researchers found that when
correlated with the temperature and ice data, the orbit could not
explain the rapid fluctuations. Instead, it occurred to them that
changes to the Bering Strait itself could have a large impact on the
entire region due to the changes it would bring to the Pacific and
Atlantic ocean currents. Their models indicate that a slight change
in the strait would adversely affect the meridional overturning
circulation, an ocean current which helps drive the Atlantic
tropics-to-polar heat pump.
the simulation, they show that around 110 to 115 thousand years
ago, the northern climate cooled sufficiently to create giant ice
sheets over the northern regions of North America and all of
Greenland. As these ice sheets sucked up water from the global
oceans, sea levels dropped by as much as 100 feet. Eventually a vast
amount of the strait was no longer able to pass water – the average
depth of the strait is 100 - 190 feet. The new land bridge cut off a
vast portion of the ocean flow between the Pacific and Atlantic.
This, in turn, caused the Pacific ocean to become even cooler and
cleaner, but allowed the now saltier waters of the Atlantic to push
the meridional overturning circulation into overdrive, warming the
regional ocean, North America and Greenland by as much as 1.5C over a
few thousand years.
Next, the regional warming caused the iced
sheets to melt over another few thousand years, returning the oceans
to their previous depth and reopening the Bering Strait. With the
Atlantic's access to cooler and cleaner water from the Pacific
restored, the cycle started all over again.
These temperature
oscillations went on like a driver overcompensating for an icy road
fishtail until finally, around 34,000 years ago, the Earth's
distance from the sun was so great that it literally froze the
fluctuation in place. About 10,000 years ago, the Earth had finally
gotten close enough to the sun again to warm up the northern
hemisphere to the point where the strait reopened slowly and the
temperature variations settled into a much more docile animal.
study helps to provide convincing data for two things: that a
significant change in something even so geographically small can
adversely affect the climate of an entire quadrant of hemisphere, if
not an even greater area, and that the planet has its own regulatory
devices to deal with such things. However, it remains to be seen how
long the cycle would have gone on if not for the fortuitous position
in the orbital cycle. Too, this study reflects nothing at all of
man's influence on these climate systems in current times. The key
to understanding these things lies in first understanding the basic
driving forces behind climate systems and the NCAR study has shown us
how one such small system may operate.