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Be sure to mark your calendar for Thursday September 26 for the next NC Policy Watch Crucial Conversation luncheon:
Worse than NAFTA? Why North Carolinians should be very, very worried about the so-called "Trans-Pacific Partnership."
Featuring Lori Wallach, Director of the Global Trade Watch Division at the national advocacy group Public Citizen.
Co-sponsored by AFL-CIO of North Carolina and Witness for Peace.
Few American states have experienced the devastating impact of global "free" trade more directly and painfully than North Carolina. Our shuttered manufacturing plants and record unemployment rates both serve as powerful daily reminders of the lasting impact of NAFTA, CAFTA and other alphabet soup trade deals negotiated by far-off politicians and corporate giants.
Now, amazingly enough, yet another such trade agreement is being negotiated in secret, and it could be the worst one yet. As you read this, trade officials from the U.S. and 11 Pacific Rim nations are negotiating something called the Trans-Pacific Partnership in hopes of reaching agreement this fall.
Lori Wallach thinks this is a big mistake. Wallach is the Director of Public Citizen's Global Trade Watch division. A Harvard-trained lawyer, Wallach has promoted the public interest regarding globalization and international commercial agreements in every forum: Congress and foreign parliaments, the courts, government agencies and the media.
She's also been described as "Ralph Nader with a sense of humor" by the Wall Street Journal, "the trade debate's guerrilla warrior" in the National Journal and "Madame Defarge of Seattle" by the Institute for International Economics.
Don't miss this important opportunity to hear from this passionate national leader on this dangerously under-reported subject.
When: Thursday, September 26, at 12:00 p.m. — Box lunches will be available at 11:45 a.m.
Where: Center for Community Leadership Training Room at the Junior League of Raleigh Building, 711 Hillsborough St. (At the corner of Hillsborough and St. Mary's streets)
Cost: $10—includes a box lunch.
Space is limited – pre-registration required.


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Liberty News
Back on the mat: wrestling returns to Liberty
The book of Genesis tells of an instance when Jacob wrestled with God until daybreak. The end of this physical battle left Jacob with an injured hip and a blessing from the Lord. For the Liberty University wrestling team, each match is physical, and like Jacob, the program is reaping the benefits.
In just its first year back after a 12-year hiatus, the wrestling team won the NCAA East Regional Qualifier, sending four competitors on to the national championship. Just one year later Coach Jesse Castro and his team have the privilege of hosting the qualifier for the first time in school history. However, with that honor comes a certain degree of pressure.
"We were the new team last year and we stepped in and won it," said sophomore Chad Porter. "I'm sure we're going to have a target on our back more so than last year."
Coming out of high school nationally ranked, Porter brought much experience to a newly resurrected program. At a lean 165 pounds, the West Virginia native captured the East Regional title in his weight division, advancing to the NCAA Championships in his freshman season.
Three of Porter's teammates, senior Christian Smith, junior Tim Harner and sophomore Patrick Walker also made the trip to Auburn Hills, Mich., for the national championships last season.
Even before his appearance at nationals last year, Smith was no stranger to being an NCAA qualifier. Before transferring to Liberty from Virginia Tech, the senior spent the first two seasons of his college career at Duke University. In his freshman season, Smith captured the ACC title at 125 pounds. Upon qualifying for nationals a second time, Smith earned the honor of Co-Most Outstanding Wrestler at the East Regional Qualifier in 2007.
"He's our senior leader in terms of experience," said Castro. "We are trying to petition for another red shirt year for him."
Along with Smith, Harner also experienced success on the mat before transferring from Rider University. In his freshman year, Harner qualified for nationals and climbed as high as 17th in the national rankings. Now in his second season at Liberty, the junior notes a difference in this year's competition.
"Last year I didn't take nearly as many beatings as I did this year," says Harner jokingly with a bruise under his left eye and his hand heavily wrapped.
Then there is Walker, a heavyweight who is undoubtedly the vocal and spiritual leader of the team. Although he may be listed as a sophomore, he is not an ordinary second year student. Prior to attending Liberty, Walker spent four years of active duty as an Army Ranger. During that time, he was deployed to both Iraq and Afghanistan twice. His experiences in the military have more than prepared him for his role as a team captain.
"Heavyweights tend to have an aura about them as a leader. In terms of leadership he is irreplaceable," said Castro.
When Liberty hired Castro as head coach in 2005, he immediately began setting goals for himself and the team. He saw the East Regional Qualifier as a feasible way to get his team to nationals. Although the road that lay ahead of him was a difficult one, Castro had plenty of experience in building a program.
Castro first came to Liberty in the late 70s, a time when the program was only a few years old. After becoming the first four-time champion in the National Christian Collegiate Athletic Association (NCCAA), Castro returned to his alma mater as an assistant coach in 1983. As an assistant, he helped the program achieve national recognition on the Division II level.
In 1988, Castro became a head coach at Norwich University in Northfield, Vt.
"We went from nowhere to 11th in the country in Division III in nine years with nine All-Americans," said Castro.
From there Castro traveled to Woolwich, N.J., where he led Kingsway Regional High School to a state title in 1998.
Now back at Liberty, Castro and his latest team have made just as much impact off the mat as they have on it. Since resurrecting the program, five of Castro's wrestlers have accepted Christ as their Savior. In addition to the spiritual growth within the program, the team held a Bible study with competitors from Oklahoma and Indiana University at the NCAA Championship last year.
"We sent out the invitation to the coaches if they wanted to come," said Smith.
"Most of them that came were Christians or had some affiliation."
As Liberty's post-season approaches, this year's squad hopes to vastly improve on last season's performances. More importantly, the team desires to show its opponents the real reason for its success.
"The flesh part of you always wants to win," said Walker. "I say that we can win with humility and pass that glory onto the Lord."

subset: commoncrawl


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Gartner 2012: CEO Meg Whitman Is Reinventing HP for the Next 75 Years
Above: HP CEO Meg Whitman
"We are reinventing the company and setting it up to win for the next 75 years," HP CEO Meg Whitman told the audience at Gartner Symposium this morning. She promoted the company's cloud services and converged infrastructure strategies, reiterated the company's support for its Personal Systems division, and suggested the company would reenter the smartphone market in 2014, at least on the enterprise side.
Interviewed by Gartner Fellow Neil MacDonald and Managing Vice President Yvonne Genovese, who introduced her by talking about HP's struggles and the questions about HP's future, Whitman was unsurprisingly optimistic about the company and its future.
She said HP has a tremendous group of people, innovative technology, and a global reach. "Innovation is everywhere at HP," Whitman said. "We need to package it out and market it in a more effective way, and we need to tell people about it."
Whitman said the next year is a "fix-up" year for HP, and that she is more focused on the long run than on the short term. "I want to get HP ready for the next generation," she said. Next year will see many new products, while 2014 should see growth. She wants to assure customers that HP is here for the long term.
It would have been easy to take out expenses in 2013 and look better financially in the short term, but she instead wanted to focus on the longer term. "I can see the beginnings of momentum in many of our categories and we're going to be fine in 2014."
HP In the Enterprise Market
Asked if the company is a product company or a solutions company, Whitman talked about the "founders' DNA" and the company's commitment to great engineering. The company is doubling down on R&D but she noted that the company is a strategic solutions company. It is focusing its "converged infrastructure"—servers, storage, and network—which is a solution HP has pioneered, while other companies are following.
Responding to comments from Cisco's John Chambers yesterday and others about HP's challenges in the data center, Whitman said HP had a 18 percent unit share and 11 percent market share in networking and is moving fast. "Don't bet against us," she said, adding that she would rather have HP's hand than Cisco's right now. She noted HP is the number one networking company in China and discussed the strength of the 3Par solution in storage.
Whitman isn't worried about server commoditization, saying the demand for compute power to help an organization is always going up. HP must come up with the most innovative products, and cited the company's Gen 8 servers as being more manageable, and its upcoming ARM-based Moonshot servers as a better solution for high-density servers. "We should stay ahead of the curve," Whitman said.
On services, HP Enterprise Services is number two to IBM, and she spent nine months trying to understand it and determined it needed a new leader. This business is a turnaround with a very detailed and thoughtful plan with lots of new investments. "We darken the skies for customers," she said; it won't leave any customers hanging. HP is committed to the services business: "We're very conscious to the long-term relationship we have with our customers," she said. HP services could help its customers get ready for the cloud and is essential to HP's long-term services. She also said HP is moving its entire back office to the cloud.
HP has three strategic pillars: cloud, information optimization, and information security.
On security, she said while HP isn't as well known in that category, every CIO she talks to is worried about cyberattacks and security. HP has solutions from ArcSight, Tipping Point, Fortify, and the part of Autonomy called Protect. In the old days, there was an "arms race" on locks on the door, but now it's also about the whole process and seeing around the perimeter. She said Protect was heavily involved in security for the recent Olympics. "We have most of the assets we need," she said.
She has challenged her product leaders to make more secure products from printers to PCs to servers, and wants the company to be known for "security, security, security." The bad guys get better every day and we need to get better, she said.
On information optimization, she said in the old days companies were worried about structured data. Now there's been an explosion in unstructured data from tweets and blogs to video. This is particularly important for marketers to know what customers are saying about their brand, she said, and Autonomy does this better than anyone else. She noted that eBay (where she was formerly CEO) had to focus on which auctions were fraudulent, and that Autonomy would have helped.
HP hopes to work through the CIO to get to marketers and other business units. You can't just have random people buying things throughout the organization because of security and purchasing concerns.
The final area is cloud, where HP is promoting the "converged cloud" and the perception of HP being late to the cloud is incorrect. HP is not pushing one way of doing things, but offering more flexibility, Whitman said; the company has the largest number of private cloud customers (800) as well as 2,000 customers for its public HP Cloud based on OpenStack.
In a period of transition, there is a lot of opportunity to redefine a company's mission and how it competes. eBay helped a number of companies do this in the transition to the Web and now HP has an opportunity to do it in the cloud transition, she said.
In a "lightning round," she gave quick answers to a number of other questions. She agreed she faces new competitors, mentioning Google and Facebook. She said HP's best acquisition was Compaq, but then quickly added 3Par and 3Com and finally mentioned ArcSight, Tipping Point, and Fortify. She wouldn't name the company's worst acquisition, saying there are challenging ones it is trying to turn around. (It sounded like Autonomy.)
HP's biggest challenge is to articulate to all 320,000 employees what the strategy of the company is and what role they need to play.
PCs and Phones
Keeping the PC business was Whitman's first decision as CEO. It is the heritage of the company and HP is number one in the business with an excellent return on invested capital. There are tremendous supply chain synergies with servers and storage, but she was clear that the business definition is "personal systems" not PCs.
Asked about Microsoft entering the space, she said Microsoft is still a really good partner and she wants to deepen its relationship. She comes from a world of "co-opetition," and has known Microsoft CEO Steve Ballmer since they were both brand managers at Proctor & Gamble years ago. HP has some huge strengths in the business, including lots of hardware engineers, supply chain efficiencies, and its sales force. "Competition? Bring it on; it makes us better," she said.
She sees Surface as a consumer product, and in that market, HP has two hybrid tablets, including the Envy X2, which is a full laptop where you can detach the screen. In the enterprise, HP thinks there is a lot of demand for an enterprise-grade tablet that is fully serviceable with sleeves to add additional batteries.
Asked about a mobile handset, she repeated comments that HP will not make a smartphone in 2013, but said that after that it would probably have to do so. "We've got to have the full range of devices," from workstations to desktops to laptops to hybrids. She said a phone will probably follow in 2014. Asked if that was late, she said in a turnaround, we need to do a small number of things really well as opposed to doing everything at once. She said leapfrogging technology might give HP another opening.
Whitman concluded by saying the company should be judged a year from now on how it is doing on delivering "products that make your job and make your business successful." HP wants to help companies, deliver "cloud your way" in an open fashion, deliver more converged infrastructure products, be the leader in enterprise tables, and help customers transform their businesses for the cloud era.


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Teal Moroccan Pink Minky Car Seat Canopy
74% of customers says this fits as expected.
|Too small
|Somewhat small
|Fits as expected
|Somewhat large
|Too large
Teal moroccan pink minky car seat canopy, fits onto the handle of the car seat with velcro and includes snaps for the front for easy opening/closing.
Optional matching moroccan minky blanket available.
Material: Front: 100% cotton, Back: 100% pre-washed polyester minky
Care: Washing instructions: Machine wash - delicate in cold water and dry on low heat or hang to dry.
Sku: 126336-CRSC-0028-PNK
Verified Buyer What is a Verified Buyer A Verified Buyer is a user who has purchased the reviewed product through our store.
★ ☆


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Well this is unsettling. The fish you're looking at was recently caught in an Argentinian reservoir lake. The thing is, it's a reservoir lake that a nearby nuclear facility just happens to pump water into on a regular basis, meaning this is one of those rare examples where a three-eyed animal isn't cool.
"We were fishing and we got the surprise of getting this rare specimen," said Julián Zmutt, one of the fishermen who caught the fish. "As it was dark at that time we did not notice, but then you looked at him with a flashlight and saw that he had a third eye."
But is the fish a nuclear mutant? We certainly hope not, though the conclusion is a tempting one to make. According to inhabitat the fishermen have handed their catch over to local scientists, who hopefully can shed some light on whether or not the nuclear plant has anything to do with its extra eye.
[Via inhabitat]


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The TeX Users Group (TUG) offers a selection of Lucida fonts designed by Bigelow & Holmes, with support for both mathematical and text typesetting. TUG provides a set of Lucida fonts in OpenType format, and a somewhat different set in Type 1 font format.
Additional comparisons: the Type 1 fonts are frozen and will not be developed further, while the OpenType fonts continue to be actively maintained and developed. For instance, the OpenType fonts support more languages, with a variety of visual improvements to their glyphs and spacing. Lucida OpenType is also one of the few font sets currently supporting OpenType mathematical typesetting, and (uniquely, to our knowledge) provides a bold math variant. The regular-weight Lucida OpenType math font includes a newly-designed script alphabet.
To order the fonts in either format, please use this online order form for the Lucida fonts. (By the way, other TeX-related items, including software and journal issues, are available through the TUG store.)
Many other Lucida fonts are available directly from B&H, as well as a blog, newsletter, and more.
Sample documents using and describing Lucida (both input and output, both OpenType and Type 1) are available for your perusal.
For questions related to ordering or licensing, please email email@example.com, or contact the TUG office.
For technical support, please use the email@example.com mailing list. It is a public list and you are welcome to join the mailing list or search its public archives. (You don't need to subscribe to post.) We cannot guarantee support, but we'll do our best.
A terse description of updates to the fonts is maintained as new releases or made. They're also announced on the mailing list.
The Lucida fonts are offered only on condition of your acceptance of the Lucida end-user license for named individuals, or the Lucida site license for use throughout an organization. The fonts are not redistributable, freely or otherwise. To discuss an OEM license, please email us.
Primary thanks to Charles Bigelow and Kris Holmes for generously allowing TUG to offer this to the community—and especially for designing this remarkable typeface in the first place.
The folks who helped prepare the different releases are acknowledged on the corresponding pages; thanks to all.


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Aces, Sox set for Triple-A showdown
Bauer takes spotlight as PCL, IL square off in Durham
By John Parker / MLB.com | September 17, 2012 10:31 AM
The Red Sox and Aces will meet in the Triple-A National Championship Game on Tuesday at 7:00 p.m. ET. This year's matchup takes place at Durham Bulls Athletic Park in Durham, N.C., and will be broadcast live on the NBC Sports Network. Game highlights and a full archive of the action will be available on MiLB.TV shortly after the contest's completion.
The International League and PCL champions have met for a one-game playoff in each of the last six seasons, first in the Bricktown Showdown starting in 2006. The game was renamed the Triple-A Baseball National Championship in 2009. The PCL came out on top in the first three meetings, with Tucson winning in 2006, followed by Sacramento in both 2007 and 2008. The IL bounced back in 2009 as Durham edged Memphis in 11 innings before Columbus won in each of the last two seasons.
Though both Reno and Pawtucket are new to the Championship Game, the matchup will feature several big names. Right-hander Trevor Bauer, the third overall pick in the 2011 Draft, is slated to get the start for the Aces. Bauer is MLB.com's No. 6 prospect and is ranked third among all Minor League pitchers. He posted a 12-2 record and 2.42 ERA in 22 regular season Minor League starts for Reno and Double-A Mobile (which won the Southern League) before going 2-0 with a 0.77 mark in a pair of postseason appearances for the Aces.
"Being on winning teams is a lot of fun," Bauer said. "It's what you hope for every season, to be able to contribute and come out on top."
After pitching 158 1/3 innings this year, the 2011 Golden Spikes Award winner's arm is fine, but the season has taken its toll on the rest of his body.
"I had a groin issue in my second start back in April and was never quite able to get rid of it," he said. "I got hit with two line drives later and then had some knee issues. [The Diamondbacks] shut me down for two starts and I was able to come back strong, though. I've never felt like I was out of gas."
Bauer admitted that he didn't know much about his opponent in Tuesday's game.
"I know they won the International League, that's about it. It should be a good game."
Veteran first baseman Mike Jacobs powered the Aces offense in the playoffs, delivering a league-leading four homers and 12 RBIs in nine games. Leadoff man A.J. Pollock set the table with 14 hits.
Outfielder Bryce Brentz, the Minors' No. 77 prospect, didn't join the PawSox until the very end of the regular season but made his presence felt in the Governors' Cup playoffs. The 23-year-old Tennessee native hit .333 in seven postseason games, with six of his eight hits -- including two home runs -- going for extra bases. Brentz batted .290/.349/.465 with 17 homers and 76 RBIs during the regular season, almost entirely with Double-A Portland.
Third baseman Danny Valencia and outfielder J.C. Linares also stepped up for Pawtucket in the IL playoffs. Both sluggers collected two homers and six RBIs apiece.
Veteran right-hander Nelson Figueroa will start for Pawtucket. The 38-year-old closed out the regular season with a pair of wins -- he was named the IL's final Pitcher of the Week after allowing one run on seven hits over 15 1/3 innings -- and was masterful in the playoffs, winning both of his starts. Figueroa earned the victory in Game 3 of the Governors' Cup Finals as the Sox closed out the sweep.
Reno won the PCL's Pacific Northern Division with an 81-63 record. The Aces outlasted Sacramento in five games in the league semifinals before taking four games to beat Omaha in the Finals. Reno ranked third in the PCL in team batting average with a .297 mark.
Pawtucket, the IL's wild card entry, went 79-65 during the regular season and was also the third best hitting club on its circuit with a .266 average. The PawSox needed four games to beat Scranton/Wilkes-Barre, then swept Charlotte in three straight for the Governors' Cup.
John Parker is a contributor to MLB.com. This story was not subject to the approval of the National Association of Professional Baseball Leagues or its clubs.View More


text: The Game Boy Advance and GameCube. Relics of Nintendo's early 21st century efforts. Purple, plastic-looking consoles that, for all their strengths, were the company's flagship devices during the "dark days". With the Wii and DS on the scene nowadays, and printing all kinds of cash money, they're dead machines, yes? Gone, no further need for them, thanks for the memories, right? WRONG. They LIVE. Nintendo's quarterly earnings show that, while they're hardly raking in the big bucks, both consoles are still selling units and still making money well into 2008. While nobody in Japan, Europe, Asia or Australia bought a new GameCube between April and June, somewhere, somehow, 40,000 Americans did. As for the GBA, well, none were sold in the US, but globally, 180,000 of them found new homes. 180,000! If you ever wonder why Nintendo have never publicly proclaimed the death of the little handheld, that's probably why.


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500 Fifth St, NW
Washington, DC 20001
The latest news from HMD, including information about new reports, activities, meetings, and other noteworthy events.
Displaying: 1 to 3 of 3 News and Announcements
Young athletes in the U.S. face a "culture of resistance" to reporting when they might have a concussion and to complying with treatment plans, which could endanger their well-being, says a new report from the Institute of Medicine and National Research Council. The report provides a broad examination of concussions in a variety of youth sports with athletes aged 5 to 21.
An Institute of Medicine committee studying sports-related concussions in youth will hold a workshop to gather data and perspectives from experts and stakeholders, including health care providers, coaches, and parents. Topics will include the effectiveness of protective equipment, the role of sports rules, and physical training-related concussions in military personnel.
The Institute of Medicine and National Research Council will hold the first meeting for a new study on sports-related concussions in youth that will review the science on concussions, including risk factors, long-term consequences, and the effectiveness of protective devices and equipment among other topics.


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Our June Virtual Tasting is tonight from 7-8pm Pacific Time! The wine will be the 2008 Saviah Cellars The Jack.
What you need to do to participate is:
1. Buy this month's wine from a local retailer or from the winery
2. Post your comments/tweets on the wine that night between 7 and 8pm. For those on Twitter, follow me @wawinereport. I will be using the hashtag #wawine during the event.
8:00pm Update! June Virtual Tasting - 2008 Saviah Cellars The Jack
Our June Virtual Tasting is tonight from 7-8pm Pacific Time! The wine will be the 2008 Saviah Cellars The Jack.
Up, up, and away! Recent Trends in the Washington Wine Industry
Reminder June's Virtual Tasting will take place on Wednesday June 30th at 7pm. Read more about it here.
This past weekend I had the opportunity to participate in a panel discussion on the Washington wine industry at the 2010 Wine Bloggers Conference in Walla Walla. In an all-too-short forty minutes, co-panelists Paul Gregutt (Wine Enthusiast, PaulGregutt.com), Coman Dinn (Director of Winemaking, Hogue Cellars), and I discussed Washington's viticultural areas, weather patterns, most important grapes, and recent trends. Here is a summary of the material I presented on recent trends in the Washington wine industry.
Heading home from Walla Walla
Heading home today from Walla Walla after a long weekend in town for the 2010 Wine Bloggers Conference.
On every trip to the area, I am struck by the sheer physical beauty of the Walla Walla Valley. Today, just a few pictures from a visit to Spofford Station. Click on the pictures for larger versions.
WBC here we come!
Off to Walla Walla for the Wine Bloggers Conference. This conference, which has previously taken place in Napa and Sonoma, is now in its third year. Look for updates on Twitter and here over the course of the conference. Looking forward to seeing old friends and meeting new ones. See the conference agenda here.
Washington Wine Round-up June 15th to 21st
A round-up of stories on Washington wine from June 15th to 21st.
From around the country…
Wine Spectator writes about Washington wineries cutting back (see a related post from Paul Gregutt below).
The New York Times writes about American Gewürztraminer with a brief mention of Washington.
Las Vegas Review-Journal writes about Washington Syrah.
The Pittsburgh Post-Gazette writes about Mercer Estates.
The St. Louis Post-Dispatch writes about the Red Diamond Merlot.
Ten Questions Wineries Should Ask Before Becoming Involved in Social Media
Recently I wrote a post about Ten Myths About Wineries, Social Media, and Their Interaction. Today, I continue with a series of questions for wineries to ask before becoming involved in Social Media. While I write this in the context of wineries, it applies to other industries as well.
I say wineries should consider these questions before becoming involved in Social Media to encourage thinking and planning. That said, not having the answers to all of these questions should not dissuade people from becoming involved. For those who are already involved in Social Media, hopefully it will give some things to think about as well.
1. How does Social Media fit into your overall marketing strategy?
June Virtual Tasting - Saviah Cellars The Jack 2008
Pardon the interruption. Back to our regularly scheduled Washington wine program.
Our June Virtual Tasting will be the 2008 Saviah Cellars The Jack. This wine retails for $18 and is widely available. The tasting will take place on Wednesday, June 30th from 7-8pm Pacific Time.
What you need to do to participate is:
1. Buy this month's wine from a local retailer or from the winery
2. Post your comments/tweets on the wine that night between 7 and 8pm. For those on Twitter, follow me @wawinereport. I will be using the hashtag #wawine during the event.
In search of…Washington State Pinot Noir
Among the accomplishments of Washington as a wine region has not just been the ability to produce world-class wine but also the ability to grow a wide variety of grapes very well. The list of grapes that have succeeded in Washington includes Merlot, Riesling, Cabernet Sauvignon, Syrah, and Cabernet Franc to name just a few. These grapes all grow well and, in some cases, distinctively in the state. The Washington Wine Commission has even utilized the state's success in growing different grapes in its branding, calling Washington 'The Perfect Climate for Wine.'
Despite this success, one grape in particular has remained largely elusive in Washington - Pinot Noir.
Washington Wine Round-up June 8th to 14th
A round-up of stories on Washington wine from June 8th to 14th.
From around the country…
Wines & Vines writes about a lecture in Italy from Whitman's Dr. Kevin Pogue.
The Memphis Daily News writes about Lemberger with a brief mention of Washington.
From the blogosphere…
Paul Gregutt writes about #WARose. He also writes about Viento.
Under the Grape Tree writes about Washington wine.
'Mystery wine' washes over Washington
With the economy still in the doldrums and wineries in Washington and elsewhere feeling the effects, many are looking for creative ways to generate revenue. This is especially true for wineries with limited offerings under the $25 mark consumers are currently focused on. So it was that two 'mystery wine' offers from Washington recently showed up on the Garagiste mailing list.
Garagiste is a Washington-based, on-line retailer that sends out e-mail offerings on discounted wines numerous times per week. Garagiste generally focuses outside of Washington with occasional offerings from inside the state. A section of the first Washington mystery wine email offer from Garagiste read as follows:
Walla Walla Spring Release 2010 Summary
What follows is a section of my 2010 Walla Walla Spring Release Report. The report will be published in its entirety in .pdf form after the last entry is posted to the blog.
Twenty-one wineries visited, over 100 wines sampled
Spring Release, always the first weekend in May, is one of the main event weekends in the Walla Walla Valley. Although I have traveled to the valley for this event for many years, several things particularly struck me on this visit. The first was the consistently high quality of the wines being made. It seems every year the quality bar gets raised higher and higher as wineries gain additional experience and competition increases. No doubt coming off exceptional vintages in 2007 and 2008 also has something to do with this. The second was the continuing influx of new wineries.
Another shoe drops…Belltown's Seattle Cellars announces closure
These are the dark days. Earlier this week I wrote about Yellow Hawk Cellar. Yesterday, Belltown's Seattle Cellars announced that it is closing. The retail store will have a 'going out of business sale' starting Friday June 11th with everything in the store on sale at twenty-five percent off.
Seattle Cellars opened in Belltown in 1996. Scott Haugh purchased the store in 2006. Haugh cited the poor economy and the difficult business climate in Belltown as the reasons behind the decision. To long-time patrons, Seattle Cellars' closure was not unexpected. The store has had a small fraction of its floor space utilized of late and once teeming shelves have been only partially stocked.
Washington Wine Round-up June 1st to 7th
A round-up of stories on Washington wine from June 1st to 7th.
From around the country…
The Dallas Morning News writes about Tamarack's 2008 Firehouse Red.
From the blogosphere…
Through the Walla Walla Grapevine writes about #WAwine. Catie also writes about a field trip to Woodward Canyon and gives Walla Walla winners of the Seattle Wine Awards.
All good things…One winery's story
Yellow Hawk Cellar had its first vintage in 1998, releasing its inaugural wines two years later. The winery was the fourteenth in Walla Walla Valley, an area that now boasts over one hundred wineries. Yellow Hawk has been run out of Tim Sampson and Barbara Hetrick's home south of downtown Walla Walla. "He's the winemaker. I'm the wine taster," Barbara Hetrick says. A downtown tasting room was subsequently added in 2008. Both the tasting room and the winery will be closing their doors next month.
The Vashon Island Hum
Andrew Will Winery was founded in 1989. The winery, located on Vashon Island, was started by Chris Camarda and is named after Camarda's nephew Andrew and son Will.
Camarda began at Andrew Will making a series of single vineyard, single varietal wines. Over time, he shifted his focus to blended, single vineyard wines. Camarda, an audiophile, likens his single varietal wines and his single vineyard wines to the differences between "mono and stereo."
Andrew Will is one of several wineries located on Vashon Island. Other wineries on the island include Vashon Winery and Palouse Winery. While physically close to Seattle, Vashon Island seems a world apart. One takes a short ferry ride from the city and feels transported to another land. The pace of life is different, the look of the area even. Vashon even has its own hum – literally. While there has been much speculation as to the source, my bet is on Andrew Will, which continues to hum along making some of Washington's best wines.
Tasting Note Database Update
I have updated my tasting note 'database' to make it current through the end of May. You can access it here. Please let me know if you have any questions or issues.
Washington Wine Round-up May 22nd to 31st
Reminder to join us tonight for the national #WAwine Twitter tasting. Read more about it here.
A round-up of stories on Washington wine from May 22nd to 31st.
From around the country…
Beverage World writes about a memorandum of understanding among Hong Kong, Washington, and Oregon regarding wine-related business.
Wines & Vines writes about concerns about tropical viruses in the Washington wine industry.
From the blogosphere…
Paul Gregutt writes about an upcoming Washington rosé event on June 10th. He also writes about vineyard conditions in Washington's AVAs and drinking outside the comfort zone.
Terra Blanca Winery and Estate Vineyards
Reminder to join the #WAwine Twitter tasting on Thursday June 3rd. Read more about it here.
Terra Blanca Winery and Estate Vineyards was established in 1993. The winery is owned by Keith and ReNae Pilgrim. Keith serves as winemaker.
Located on Red Mountain, Terra Blanca gets its name from the high levels of chalk in the soils of its estate vineyard. The vineyard, which surrounds the winery, is spread over three hundred acres, eighty of which are currently planted. Terra Blanca uses its Red Mountain estate vineyard for most of its red wines (Malbec is the exception). Grapes for many of the winery's white wines come from elsewhere in the Yakima Valley.
Terra Blanca is large by Washington standards, producing 35,000 cases annually. While Terra Blanca is a long-established winery, it continues to change and experiment. This includes changes to both what is on the outside of the bottle as well as what is on the inside.
Summary of Posts for May 2010
Reminder to join the #WAwine Twitter tasting on Thursday June 3rd. Read more about it here.
Five Under Fifteen - May
Oregon winery focuses on Washington Zinfandel
Final Update! May Virtual Tasting - Kiona 2006 Lemberger
Product Review: PlatyPreserve Wine Preservation System
Washington Wine Round-up May 15th to 21st
An interesting story...lost to the sands of time?


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Shouldn't a Former Miss USA Know Designated Drivers Aren't Supposed to Drink?
Former Miss USA Rima Fakih was acting like a few Miss USAs before her when she was arrested early Saturday morning on misdemeanor drunk driving charges. She was pulled over near Highland Park, MI while behind the wheel of her friend's car.


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Oscar nod likely for Oldman as LeCarre's Smiley
This feature based on John Le Carre's best-selling 1974 novel puts the chill back into the Cold War, a period of world history worth revisiting if only to put current global politics into perspective. It's also worth a trip to the cinema to see Gary Oldman in one of the best roles he's ever enjoyed as George Smiley, the wily MI6 operative who must ferret out the double agent on the British payroll.
He inherits the part from Alec Guiness, who starred in the BBC miniseries decades ago, and it is worthy noting that many aficionados of the book have complained there is no way the intricate and dense spy thriller could possibly survive intact if condensed to feature-length film. Having never read the book, I think it survives quite well with Swedish director Tomas Alfredson working from a methodical, spare script from the team of Peter Straughan and Bridget O'Connor.
Set in 1973 when British intelligence was trying to push past the humiliation of being behind the curve of its Russian and American counterparts, the head of MI6, or "the Circus" as it is known, is Control (John Hurt), a veteran company man who smells a traitor. He sends agent Prideaux (Mark Strong) to Hungary to take in a defector who claims to have proof of a mole within MI6, supposedly a high-ranking official who has been in place for years.
When the mission goes very bad, Control is forced out along with his No. 2 man—Smiley. But a government undersecretary secretly engages Smiley to prove once and for all the existence of such a person. Smiley is beset with personal issue of a failing marriage, and that's about all we learn about him. He trusts no one save for the one agent he takes into his confidence, young Mark Guillam (played by Benedict Cumberbatch — a beautifully British moniker). Smiley likes to play it as close to the vest as the three-piece suits he always wears.
When he searches Control's apartment, he finds evidence that the old chap had narrowed it down to five possible suspects and given them names taped appropriately to chess pieces along with their photos — the officious Percy Alleline (Toby Jones) is Tinker; the dashing Bill Hayden (Colin Firth) the Tailor; straight up Roy Bland (Ciaran Hinds) the Soldier; and weasely Toby Esterhase (David Dencik) the Poor Man — all members of Control's old team. The fifth suspect is Smiley himself.
With hardly a gunshot fired and virtually no special effects, this is one of the most compelling and taut thrillers to come along in quite awhile. The cinematography is dingy with washed out period sets that add to the bleakness of a time when the world lived in fear of nuclear annihilation.Oldman, with hardly any dialog to go by, makes Smiley a riveting cipher. Is he covering his own tracks or hunting down a master spy within his own ranks? Oldman's expressions will not give it away until the final minutes when all is revealed in what amounts to a very low-key denouement.
It's almost refreshing to see these characters existing in the pre-technology boom world without cell phones and Internet. These agents are still executing their maneuvers with old landlines and telex machines. It's all very low tech and oddly fascinating. It is also clear La Carre's plot could not hold up with today's technology. A few of the ubiquitous video cameras that surveil our every move would have dramatically redefined this tale.
Tom Hardy as rogue agent Ricki Tarr rounds out the solid cast of British all-stars that also includes Simon McBurney as a smarmy government undersecretary. But it is Oldman who carries the day on the stooped shoulders of a lead character whose name couldn't be more dissonant with his personality. He'll most likely get an Oscar nomination, along with the adapted screenplay, and possibly one for Alfredson in his first English-directed feature.
This movie is currently playing at the Landmark River Oaks Theater in Houston.


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CHICO — Jessica Gallaway will remember Tuesday's victory over Foothill. She has the battle scar to prove it.
Gallaway scored 12 of her team-high 18 points in the decisive third quarter in the Pleasant Valley High girls basketball team's 61-50 victory over visiting Foothill, and she picked up a gnarly looking lump at her left temple, courtesy of an errant elbow in the game's final seconds.
"I don't even want to touch it," Gallaway said of the lump that developed.
Gallaway got her hands all over the basketball in the third, mostly on assists from McKena Barker. Gallaway had 10 of her team's first 14 points after halftime.
"I work hard for them, and they work hard for me," Gallaway said of her teammates as she had a bag of ice at the ready. "We got our feel back."
Gallaway said the team was rusty in its first action since a 48-43 loss Dec. 29 to Doughtery Valley of San Ramon. PV led 28-25 at halftime Tuesday against Foothill.
While the game pitted a pair of teams entering Varley Gym with identical 7-7 records, there was no disputing who was the superior team at the end.
A much taller Vikings squad dominated the third period, outscoring the Cougars 20-6. That turned a 28-25 halftime lead into a 48-31 romp. Gallaway kept moving effectively without the ball, finding open spots close to the basket and the Vikings kept finding her.
"She works really hard to get open on the post," Barker said. "Her moves down on the post are unstoppable."
Gallaway was Tuesday as her 18 points led PV (8-7). Barker had 12, and Izzy Bonacorsi added eight.
For Foothill (7-8), Ashley Rothmann scored 20 points. Aubrie West had 14 points, and Kiley Leonard had 11. Rothmann and West combined for 20 first-half points as the Cougars stayed close in the first half.
That didn't discourage the Vikings.
"We kind of knew we were getting ready to do some stuff. We missed some easy layups in the first half," PV coach Boj Reynolds said.
A Brittany Younan 3-pointer — the Vikings' lone 3 of the night — with 5:52 left in the game extended the advantage to 57-35 for PV.
When it wasn't Gallaway scoring for PV in the third quarter, it was Dominique Jackson. She had all six of her points in the period, equaling Foothill's output.
With 3:52 left in the third, Jackson's first basket gave PV its first double-digit lead of the night at 40-30. Less than 20 seconds later, Barker fed Gallaway another entry pass and Gallaway once again converted. Back-to-back baskets from Jackson then made it 46-31.
The sole blemish was Gallaway being whistled for her fourth foul with 28.6 seconds left in the third, sending her to the bench. But by then PV led 48-31.
The Vikings didn't need much in the fourth but got six points from Barker, including a nifty baby hook with her left hand, and four of Kaylee Schukel's six points.
That was plenty to hold off Foothill, which could only get to within 11 of Pleasant Valley the rest of the way.
The Vikings play at 7:30 p.m. today at Shasta (7-6) in Redding.
Connect with Sports Writer Joseph Shufelberger on Twitter @JShufelberger.


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Anyone who's ever read much Greek mythology is probably familiar with the legend of Daedalus, who flew from captivity in Crete on self-wrought wings with his son Icarus ...only to lose the boy in the sea when the youth soared too close to the sun and melted the wax that held his feathers in place.
Now the fact that this bit of folklore has been with us for thousands of years indicates that humankind has long been taken with the idea of muscle-powered flight. Over the centuries, that vision has been pursued by scores of inquisitive and adventurous people.
Today's Daedalus—the man who finally brought the age-old dream to life—goes by the name of Dr. Paul MacCready, Jr and is known to most as the designer and builder of the pedal-powered Gossamer Albatross, which carried pilot/motor Bryan Allen across the English Channel, on June 12, 1979, to win the coveted Kremer £100,000 Cross-Channel Competition. Prior to that achievement, MacCready and his team claimed the original Kremer prize—a £50,000 award that had stood untouched for 18 years—by flying a human-powered craft over a one-mile course. And, as if these accomplishments aren't overwhelming in themselves, the California designer was also responsible for the construction of the first airplane to fly solely on sunlight—through the use of photovoltaic cells—and has recently developed a more sophisticated version of that aircraft: the Solar Challenger, piloted by, among others, Janice Brown.
Knowing all this, you may be surprised to learn that Paul MacCready isn't an aerospace engineer on sabbatical from Boeing or McDonnell Douglas ...or that, in fact, he's never had any conventional aircraft design experience except what he picked up while working with model airplanes and gliders. In short, Paul has taken an approach to ultralight aircraft design that disregards nearly everything normally held "sacred" by those in the profession. Furthermore, he and his team have been able to implement their designs with a minimum ofmaterials and equipment, since they had neither the time nor the budget to utilize "big time" methods. (For example, Dr. MacCready employed a crude wing structure mounted on a Ford van to make flutter tests.)
We think you'll discover (as MOTHER EARTH NEWS staffer Richard Freudenberger did while conducting this interview) that Paul MacCready's way of thinking and doing can be applied to a great many of the challenges that face us. In fact, we may find that it has a place in more and more of what we do, as our planet's resources slowly dwindle.
PLOWBOY: I couldn't help noticing, when I came to see you this morning, that your place of business isn't an airplane hangar as I'd half expected. It's actually a modern, well-equipped office with a sizable staff. I take it, then, that you try to keep your job and your experimental aviation work separate?
MACCREADY: Actually, they're somewhat related. In 1971 I founded AeroVironment, Inc., a diversified firm that currently deals in environmental studies, alternative energy systems, and energy-related products. That company is my bread and butter, so to speak. But some of the work done in our aerosciences division—especially that concerned with advanced aerodynamics—goes hand in hand with many aspects of the Gossamer aircraft projects, since the slow-flying vehicles require special design considerations.
PLOWBOY: As I understand it, you received your bachelor's and master's degrees in physics. At what point did you become involved with the study of aeronautics?
MACCREADY: I didn't have any formal training in that field until I took an aeronautics course at Cal Tech, while working on my master's and found it much more appealing than my former area of specialization. To me, physics represents the fundamentals, and I believe that studying it is an excellent scientific training regimen. But I was interested in sailplanes at that time, too, so it seemed sensible that I expand my area of study to include aeronautics.
PLOWBOY: How did you get involved with sailplanes?
MACCREADY: Oh, I've been interested in flight since I was a boy growing up in New Haven, Connecticut. I started designing my own model gliders at the age of 12, and by the time I was 18—just before Pearl Harbor and the outbreak of the Second World War—I'd competed in national model airplane championships, and had also soloed in a conventional single-engine aircraft. As an undergraduate at Yale, I enrolled in the U.S. Navy flight training program, and at the end of the war I had the opportunity to purchase a surplus training glider, which I taught myself to fly with the help of some good friends from my model-building days. In the years following—until about 1958, when I finished my active involvement with sailplanes— I owned several other craft and competed regularly in national and international soaring meets.
My interest in meteorology helped maintain my fascination with gliders, too. I remember in the summer of '45—while living in Pensacola—watching cumulus clouds turn into thunderstorms and thinking it would be fun to play around with a sailplane in such complex currents. Also, I found the gliders to be excellent research-related devices, because they trigger ideas about aerodynamic efficiency, airplane modifications, and ways of working with the weather. They're much more challenging to handle than are powered aircraft.
PLOWBOY: So your gliding took on a scientific cast and encouraged you to pursue an aeronautical degree.
MACCREADY: Exactly. I originally wanted to study meteorology, but Cal Tech didn't have a program in that, so I did my doctoral work in aeronautics. My dissertation dealt with atmospheric turbulence. By the time I obtained the degree I was very much involved in weather modification, which I then took up as a profession in the early 1950's. I had no special interest in the aerospace field and its big company atmosphere, where I suspected one person couldn't make a very relevant contribution. Furthermore, I wasn't enthusiastic about limiting my work to classified military projects.
PLOWBOY: How did your career in meteorology lead you into the development of human-powered aircraft?
MACCREADY: Actually, my entering that field of research was the result of a whole series of events. To begin with, I resigned from Meteorology Research, Inc. in 1970, feeling in need of a change, and—after forming a partnership with a relative—I bought out a small catamaran manufacturing firm. Soon thereafter, though, I started AeroVironment. And while that corporation prospered, the boat business declined.
To make a long story short, we finally had to sell the "cat" factory, but I was still saddled with a sizable debt resulting from a loan I had countersigned while we were trying to keep the jointly owned company afloat. It was very annoying to have that obligation hanging over my head, and it occurred to me that the simplest way to pay it off would be to take a shot at the £50,000 Kremer Prize, which was to be awarded to the first person or group to make a successful controlled flight of a human-powered aircraft under conditions set by the British Royal Aeronautical Society. I was sure that I could win the prize, and figured the $90,000 or so dollars it represented would just about take care of my debt.
PLOWBOY: But surely your interest was more than merely financial ...
MACCREADY: Everyone seems to wish I'd tackled human-powered flight in some great romantic spirit for the cause of aviation pioneering, but what I told you happens to be the truth. I had to make a sound business decision: On one hand, most people wouldn't consider building a human-powered aircraft to be a realistic way to try to earn money, but on the other, I believed there was a darned good chance that the project would take just a little work and consume only a few hours on evenings and weekends, requiring quite a small investment for a very handsome return.
Of course, the whole thing turned out to be much more demanding than I'd hoped, but it also turned out to be much more fun than I'd imagined! My family got involved wholeheartedly, I made new and valuable friends, and I came to enjoy solving the problems we encountered along the way. In fact, I felt so positive about the project that—in the midst of it—I began to wonder whether, if the prize had suddenly been withdrawn, we would have continued anyway. I have a feeling we would have.
Speaking from experience, though, the economic aspects of any experimental endeavor simply can't be ignored. There are many good ideas around, and good people who are willing to work to implement them, but unless there's an existing economic framework to make funding possible a research project simply can't survive. Realistically, the technical portions of our initial human-powered flight effort accounted for perhaps only 10% of the job. The remaining 90% was all a matter of business.
PLOWBOY: What about the people you work with? Does it take a special breed to tackle the challenges posed by experimental aviation work?
MACCREADY: Our circumstances are very unusual, and the number of staffers that we can assimilate each year is next to zero. You see, we have to have very competent workers, but may need them for only two weeks or two months. Therefore, we can't often use solid citizens who have full-time jobs, spouses, and children. Instead, we employ hang-glider guys who are well qualified, but are sort of living on the fringes of society. They're mostly unmarried and are available at short notice. Of course, we do have a few establishment types who take on some responsibilities—but can't devote a whole lot of time to the projects—plus a couple of retired people who spend a good deal of time on the job.
PLOWBOY: The development of the Gossamer Condor was the first task that your loosely knit team tackled, wasn't it?
MACCREADY: Yes, the Condor was our initial success. It was a pedal-driven machine, and Bryan Allen piloted it around a mile-long figure-eight course at Shafter Airport here in California, to win the Kremer £50,000 Competition, in August of 1977. Then, in October 1978, the Royal Aeronautical Society officially announced the establishment of a new contest—the Kremer £100,000 Cross-Channel Competition—to provide incentive for a human-powered flight between England and France. We decided to go after that award, too, and built the Gossamer Albatross, with sponsorship from Du Pont. Bryan completed the cross-channel flight in June of 1979.
In order to have backup aircraft for the event, we constructed two additional units: the Gossamer Albatross II, which was later selected for use in NASA's low-speed flight research program, and the Gossamer Penguin—essentially a 3/4-scale version of the Albatross—which we converted to electric drive early in 1980 and powered solely with photovoltaic cells later in the year. My youngest son, Marshall, performed the initial sun-power tests, and then we made a two-mile record flight—with Janice Brown as pilot—on August 7, 1980. Our newest craft is the Solar Challenger, a lightweight, comparatively rugged airplane which is capable of flying safely at high altitudes and derives all its power from solar cells mounted on the upper surface of its wings and horizontal rear stabilizer.
PLOWBOY: You mentioned your Du Pont sponsorship. Don't you find it ironic that you had to rely on big business to achieve what's widely regarded as a "little guy's" triumph?
MACCREADY: No, that's not how I see it at all, and for two reasons. First, we built the Albatross before we ever got involved with Du Pont ...but we were using a lot of that company's materials. That's why we went to the people there for sponsorship in the first place. They, in turn, saw our project as a good showcase for some of their products. It demonstrated that the modern Du Pont materials were very light and strong, attributes which will make them valuable in undertakings that might have more practical applications than do human or solar-powered airplanes. But our craft are just different enough to be interesting and exciting, and the materials used in them are much more likely to get publicity than would the same substances transformed into, say, tops for garbage cans!
In the second place, the corporate sponsorship put our projects on the map, so to speak. The Du Pont people worked up press kits, made announcements, scheduled conferences, and generally assured us well-observed events. And, of course, that publicity has attracted attention to a number of worthwhile projects. In the case of the solar-powered airplanes in particular, we've been able to demonstrate dramatically that photovoltaic cells do work. It's my hope that our efforts may help promote the ongoing attempts to reduce their cost over the next few years.
PLOWBOY: So you really don't see any direct practical use for the aircraft you've developed? Not even as short-hop commuting planes to be used in uncongested areas?
MACCREADY: Let's put it this way: Flying a human-powered airplane was like climbing Mount Everest: it represented a challenge that's captivated humankind for centuries. But it wouldn't make sense to build a hotel up on top of the world's tallest peak and call it a business, and it's the same with the plane. We may actually have put roadblocks in the way of the development of a commercial human-powered airplane, because we've taken all the significant prizes, and—while doing so—have demonstrated that the vehicle capable of accomplishing the feat is so delicate that it really can't be marketed.
The same goes for the Challenger. It's a symbol. The solar-powered craft is a dreadful airplane. We had to make so many compromises to permit it to fly on photovoltaic cells that it's really just an ugly duckling. Of course, it's more rugged than the Albatross, and it can fly through the turbulence that's encountered at higher altitudes. But, in order to enable it to operate on solar power, we had to use a very wide wing and a huge stabilizer—to allow adequate surface for the cells—and a gigantic propeller. All of that made for a very peculiar structure that flies slowly and isn't easy to control. Hence the need for a skilled and lightweight pilot like Janice Brown. No, I doubt that even one ten-thousandth of a percent of the solar cells being used ten years from now will be powering airplanes.
PLOWBOY: Then you do believe that photovoltaic panels can be put to more practical use in other areas?
MACCREADY: Oh, most definitely. The biggest obstacle to their widespread acceptance is cost. At $10 a watt, or whatever the price is now, they're not really affordable. But the goal set for the Department of Energy's so-called Solar Ray project was 77¢ a watt by 1986, figured in 1980 dollars. From what I understand, progress is being made. The breakthroughs are there, the cost of raw materials and production is decreasing, and—on the whole—the field is in pretty good shape. Now that doesn't mean all the obstacles have been overcome, it just indicates that the industry is working toward achieving what it has set out to do. In fact, some of the corporations that were involved with the program from the beginning are now putting a lot of their own money into it and not sharing their data. I take that to mean they're really onto something. It's a very good sign.
PLOWBOY: You mentioned the figure of 77¢ a watt. If I'm not mistaken, that's less expensive than most present utility rates. Do you think the photovoltaic cell may provide the answer to our energy problems?
MACCREADY: No, we shouldn't make the mistake of viewing solar electricity as a panacea. However, we do know that the cost of petroleum-based energy can only go up as supplies dwindle, and photovoltaic power is the one alternative I know of that is assuredly going to be inexpensive, by comparison, within the next five or six years.
PLOWBOY: Do you think the day will come when many people will—as some do today—have rooftop photovoltaic arrays that'll allow them to produce their own electricity on an individual basis?
MACCREADY: I'm not convinced of the practicality of the notion that each person should become his or her own little utility company.
PLOWBOY: Are you, then, in favor of community-scale solar power plants?
MACCREADY: Yes, I am. Utility systems were formed, in the first place, to enable power to be generated centrally and efficiently and transmitted to the public through a standardized grid. If I set out to avoid the use of fossil fuels, I'd prefer to have a solar power plant located in a desert region, where there's plenty of sun, rather than to rely on my own often cloudy area's intermittent sunlight to supply my household.
PLOWBOY: So you'd agree that there's a happy medium somewhere between a huge power monopoly and a perhaps inefficient, small-scale, individual energy-generating plant. But don't you recognize the fear that a utility of even modest size might tend to get, well ...overbearing, especially if it's the only source of available energy in an area?
MACCREADY: There's always the danger that its customers will become overly dependent upon the utility, but that would be their own fault. If we all actively practiced energy conservation and didn't live lifestyles that are literally sustained by the power companies, we couldn't be manipulated by the fear of having to get along with limited or no-electrical service for short periods.
PLOWBOY: You sound like an advocate of self-discipline.
MACCREADY: Yes, if that's what you want to call it. I'm sure you realize that this whole energy crisis we're going through involves much more than just the cost of oil. Part of the problem is that our society has come to expect instant gratification. It's no wonder that the average citizen expects a quick fix to the high price of gasoline, without giving a thought to why the fuel is becoming more expensive in the first place.
I'm convinced that the real price of gasoline—including the cost of locating and unearthing it, processing it, and transporting it; the expense of maintaining a military presence to insure our continued access to foreign supplies; and that of making investments in developing replacements for the future—is probably closer to $10 a gallon than to the $1.40 or so we're paying for it now.
Furthermore, our energy dependence is costing us in other ways. You might almost say we're spending our nation's future. And America's world position is now dominated by what goes on in the Middle East, with our foreign policy pretty much made up of what we have to do to respond to real or imagined threats. We've come to the point where an oil-rich sheik has more power than any U.S. senator—and perhaps even more than the President—to affect our national attitude toward one country or another with regard to the sale of weapons, the sharing of technology, and so forth. We'll never be masters of our own destiny as long as we're hooked on this fuel we burn. If we were producing all the energy we need, our foreign policy could be based on logic rather than fear. We could work with these other nations, and perhaps do good things with them, in a sensible manner.
PLOWBOY: I'm sure there aren't any simple answers, but in which course of action do you think the solutions lie?
MACCREADY: We have to start by readjusting our way of thinking, and that will require some bold initiative on the part of those who have influence. I have a strong feeling that corporations, individuals, and organizations like your magazine, for example, can be much more effective if they're not dependent upon government; politics has a way of tying the hands of those it "helps." Even Carter—who, I think, made a sincere effort to put a healthy tax on gasoline so we wouldn't squander it—couldn't accomplish his goal because of the pressure he was under.
PLOWBOY: Then you feel that raising the price of fuel would be an acceptable way for us—in effect—to force ourselves to develop alternatives while saving our resources?
MACCREADY: Yes, I do, although it wouldn't be easy to arrive at a cost that would encourage conservation without causing too much suffering. But could you imagine the fantastic cut in petroleum use we'd see if everyone were paying $10 a gallon? And, regardless of how it comes about, both short- and long-term energy conservation should be among our top national priorities, right along with the development of reliable petroleum substitutes. Unfortunately, right now conservation isn't as good a business as is consumption.
However, we must get accustomed to the fact that energy doesn't come—and never should have come—cheap. Do you realize that gasoline is still so inexpensive in this country that a new car operated over three years costs—including depreciation, interest payments, insurance, maintenance, fuel, and so forth—about 38¢ to 50¢ a mile, and that only 12% of that is spent on gasoline? We're paying a much lower fuel cost per mile of driving than people in Europe paid 25 or 50 years ago! Energy is very inexpensive in the U.S., and as a result we're devouring the earth's fossil fuel resources—which we can financially afford to do—in great amounts, and making petroleum products terribly expensive for the rest of the world.
PLOWBOY: And for future generations.
MACCREADY: Oh, your grandchildren will likely find it incredible—or even sinful—that you burned up a gallon of gasoline to fetch a pack of cigarettes! Nonetheless, we still go on believing that, miraculously, things will get better. In fact, there's a chance that—with the glut of fuel on the market right now gasoline prices might be cut slightly ...which will probably prompt many people to go out and buy bigger cars, because that's what Madison Avenue has told them is macho. And that sort of reaction eventually results in a needless waste of petroleum and still higher prices at the pumps.
PLOWBOY: Do you think the higher prices reflect the oil industry's desire to make an unreasonable profit?
MACCREADY: I've had several people question me on that, as well as on the possibility that Big Oil is buying out the manufacturers of solar cells in order to stifle any competition. However, I think that the petroleum industry is doing just what you or I would do if we owned a business dealing in a dwindling and unreplenishable resource and had money to invest: We'd be looking for alternatives. Such firms have bought out virtually all the major solar cell companies and are pouring tens of millions of dollars into them. They certainly wouldn't be spending that kind of money on a technology that they were trying to suppress.
I'm afraid that a good deal of this mistrust of industry is the result of yellow journalism on the part of some popular—and irresponsible—tabloid publications. Such newspapers know that a lot of their articles are out-and-out frauds, but they also know what the public will buy. Unfortunately, each unfounded article erodes a little more of the mind of whoever digests it ...and those same readers must help decide whom to elect, whether nuclear power should be used, and other very subtle and difficult questions. It's too bad we can't figure out some way to bring a class action suit against the publishers of sensationalist newsstand rags for literally damaging the thinking ability of millions of people!
PLOWBOY: All right, you've told us how you view our energy problems and proposed some ways in which we might be able to deal with them. But how do you expect an average American to cope with $10-a-gallon gasoline when he or she might not now be able to afford a balanced meal every night of the week? Surely you've got to consider the fact that our society must continue to function—without, if possible, causing widespread suffering—in the midst of any changes that must be made.
MACCREADY: Exactly. And that's why it's important that we take our search for alternatives seriously, so we won't be caught short if an emergency situation should arise. Whether the solution lies in developing a practical fuel or in building a new generation of automobiles, we should be working toward it now, not after the fact.
PLOWBOY: Do you think that the auto industry is making a concerted effort toward developing practical high-mileage vehicles?
MACCREADY: Oh, without a doubt. I'm very optimistic about the next ten years in the automotive industry. Its engineers and designers are really focusing on doing some very good things, such as using new lightweight materials. Of course, the changes don't happen overnight. If a firm wanted, for example, to make a hood from one of the newer composite materials, it would take many millions of dollars of research and development money to decide what to do, how to do it, how well the material would endure, and whether the change would really be more economical over the long term than the sheet-metal method it's replacing. And then there's always the chance that the public won't accept a new idea, regardless of how efficient or inexpensive it is, because it's not what people are used to. In which case the company could go under for lack of sales. That particular sword-of-Damocles threat is a sure impediment to creativity and innovation.
PLOWBOY: I imagine, though, that it'd be pretty difficult to come up with an alternative method of bringing about change. After all, Detroit's been going at it in the plodding fashion you describe—for the most part successfully—for 80 years!
MACCREADY: Yes, but I don't think the world is going to let us make the kind of slow, well-researched decisions we've made in the past. We can no longer afford to spend years between the conception of a new development and its appearance. We might better put our resources and efforts toward vehicles that are more versatile, more modular, and maybe even more expensive at first, but that wouldn't take all that long to adapt to suit changing circumstances.
PLOWBOY: And how might that sort of breakthrough come about?
MACCREADY: Again, we'd have to start by reorienting our method of thinking. The May issue of Scientific American contains an excellent article on cars of the future and what sorts of changes will be required to bring the Corporate Average Fuel Economy up to the 80-mile-per-gallon figure. But even that piece assumes that we'll work with an established element and try to coax, push, and develop it into something better. However, there's an opposing school of thought that's downright foreign to the evolutionary way of designing things, and its premise—in this case—can be based on one question: What is the minimum that's really required to move someone from here to there? By focusing on a clearly defined goal, a designer tends to get less tied up with peripheral matters or extrapolation from a known element, all of which can obscure the most direct path toward the objective.
I'll relate a little anecdote that illustrates this point very well. I was talking with my ten-year-old son about the idea of putting a needle on water and having it float, supported by the liquid's surface tension. Now a very tiny needle is easy to float, but I asked him how to put the biggest possible needle down and still have it float. I was really hoping he'd come up with a way in which it could be lowered without disturbing the integrity of the liquid's uppermost layer.
My son's answer was refreshing: Freeze the water, place the needle on it, then let the ice melt. Now whether it would work or not isn't the issue here. The point is that I would never have thought of that, because in my youth I'd been conditioned to focus on the idea of physically setting the needle down when performing the experiment. This youngster, though, had never seen the trick done, so he was starting with a clean slate.
PLOWBOY: And you believe that sort of unprejudiced thinking could be applied—to good effect—by automotive designers?
MACCREADY: I don't see why not, though admittedly it'd be difficult to change such a well-established industry in a short period of time. And there'd be a lot of public relations work required to overcome negative consumer reaction to a vehicle that would necessarily be radically different from what we're used to.
PLOWBOY: What other alternatives do you see? Is it possible that the car of the future won't be developed by one of the Detroit juggernauts, but by a whole new enterprise?
MACCREADY: That's an interesting question. I'm personally involved in this area, you see, because I happen to be co-president of the International Human-Powered Vehicle Association (IHPVA), an organization that sponsors annual races here in Los Angeles. Nearly everyone who's worked on our aircraft has also spent some time on the research and development of these pedaled devices, and I find the field extremely exciting and very promising. It's difficult to say where it might lead, though the transportation industry is definitely taking a good look at what we're doing.
PLOWBOY: Do the bikes have that much in common with cars?
MACCREADY: I'm not talking about typical bicycles. Human powered vehicles are built in many different configurations. Some have four wheels, some three or two. Many are bicycle frames with fairings, but the more radical ones use custom built alloy frames with fiberglass or mylar coverings, or composite bodies that have integral strength characteristics. They can carry one or several riders in a variety of positions, depending upon the design of the machine, and their low weight and highly aerodynamic shape means that they'll move down the road at 30 miles per hour with a human input of only about 1/4 horsepower. Some of the fastest ones can easily break the legal speed limit.
Now the HPV's that win the races are, of course, not ideal street vehicles because they're too fast and offer a minimum of protection and visibility ...but I'm sure it's possible to design a good vehicle, halfway between a bike and a small car, that would be suitable for commuting at speeds of 35 miles per hour or less. It would be very inexpensive, and much safer than a bicycle or a moped because it would enclose the driver in a protective pocket with a roll bar and side guards.
PLOWBOY: Do you have any plans for developing a road vehicle program that might parallel your aircraft efforts?
MACCREADY: Well, right now I'm spending some time studying HPV's, talking to a lot of people, and drawing up possible configurations. As I said, my personal interest—besides seeing the sport grow—is in the development of practical, street-usable vehicles. I see the IHPVA competition as much more than just a bunch of people out for the challenge of racing. The world can't afford, any longer, to use so much of its mineral resources and fossil fuels to provide transportation. We've got to find a way to do the same job with a lot less material and energy. Human-powered vehicles help show what can be done, just as our airplane experiments have demonstrated the potential of focusing on the efficient use of power.
I'd like to see a mass-produced vehicle developed that retails at around $500—which is about the same price as a good racing bike—and permits people to handle all their ordinary commuting and shopping tasks except those requiring freeway driving. Are you aware that nearly 75% of all car trips involve distances of less than ten miles? Imagine the fuel we'd save if such vehicles could handle all of that travel!
PLOWBOY: But wouldn't HPV's be limited by terrain?
MACCREADY: Not necessarily. You see, these vehicles could easily use a small auxiliary gasoline or electric motor without making much of an impact on our energy supplies. Not only would the machine be capable of perhaps 500 miles per gallon, but it might use only 50 or 75 pounds of material, since that's really the minimum required to move a person, safely and comfortably, down a hard-surfaced road in low to moderate winds at the speeds we're talking about. And mass production is a key factor, too, because it saves money and cuts waste to a minimum. Cars are sold now at a little over $2.00 a pound, up from the $1.00 a pound they used to be. So if the HPV weighs 50 pounds and sells for $500, it should certainly be profitable to mass-produce using the kind of space-age technology that Detroit currently applies to the assembly of automobiles.
PLOWBOY: How practical do you think the vehicles would really be on today's roads?
MACCREADY: Oh, there's a lot of negativism to overcome in doing something like this. The transportation system we grew up with has developed over the last 80 or 100 years. It involves certain kinds of roads, certain distances between home and work, certain parameters for car design, and even special procedures for obtaining drivers' licenses. So when you try to inject something foreign into the system, it doesn't fit very well. However, if the HPV's were first introduced into an area where they likely would be accepted—perhaps a community such as Davis, California, where bicycles are already used on a large scale for transportation—they'd be assimilated more easily. It's just a matter of gaining public acceptance.
PLOWBOY: All right, at this point you're involved in the human-powered vehicle movement, but you haven't begun any serious prototype construction efforts. What projects are you currently undertaking? Your alternative aviation triumphs are going to be tough acts to follow.
MACCREADY: Well, we're planning a Paris-to-London flight with the Solar Challenger, which I'm sure you're aware of. By the time this interview goes to press, it will have—we hope—already occurred. We're using a new, more powerful motor system—and flying in the summer—so the results should be better than those logged during previous flights. The total distance is between 160 and 220 miles depending on our route—and 22 of those will be over water, so we plan to maintain an altitude of about 14,000 feet in order to allow a 33-mile glide path should mechanical difficulties arise. It's all a great logistics headache, frankly, and we want to do it in as simple a manner as we can, because even though it's a huge project it doesn't have a large budget.
PLOWBOY: One final question: Have you ever considered why you've been so successful in both human- and solar-powered flight when others haven't? Can you chalk it up to talent, determination, hard work, luck, or any combination of those?
MACCREADY: First and foremost, I had a clear goal. I knew what my motives were, and I didn't merely extrapolate from a previous position in an attempt to arrive at an answer. Looking back, I can see what a benefit it was to me that I never had any conventional aircraft structural design experience. Every other serious team did, and they all made craft that looked pretty much like standard airplanes except that they were lighter and less complex. I'm beginning to find a lot more that's admirable in the airplane projects than I thought at first, simply because they reinforced my thought process. They taught me to name a goal from the outset, and then to ignore any and all notions that weren't directly concerned with the job at hand.
EDITOR'S NOTE: On July 7, 1981 Dr. MacCready's Solar Challenger—piloted by Stephen Ptacek—did indeed accomplish the hoped-for English Channel crossing. It covered the 230 miles (actual flight distance) from Cormeilles-en-Vexin, France to Manston, England in 5 hours and 23 minutes and achieving a maximum speed of 47 MPH. "If solar cells can carry a man from France to England," MacCready commented, "it proves they have muscle and are useful for more than just wristwatches."
A detailed account of Paul MacCready's human-powered flight exploits has recently been published by the Houghton Mifflin Company: Gossamer Odyssey by Morton Grosser (a member of the Albatross team) retails for $14.95 and should be available at your local bookstore.


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Pentagon Memorial Bench Prototype Unveiled
By Donna Miles
American Forces Press Service
WASHINGTON, Feb. 1, 2007 - Members of the Pentagon Memorial Fund Committee gave a sneak preview today of a prototype of the 184 benches incorporated in the memorial's design to honor those killed during the Sept. 11, 2001, terror attack on the Pentagon.
"This is a great day to show another milestone" toward completion of the Pentagon Memorial, tentatively slated for September 2008, Jim Laychak, president of the Pentagon Memorial Fund, told reporters today. Ground was broken for the project in June.
Laychak and several other family members of those killed in the attack gathered today to view the prototype of 184 benches that will represent each victim. Laychak's brother, David, was an Army civilian employee who worked at the Pentagon and was killed in the attack.
Each sleek bench will have a lighted reflecting pool beneath it and a nameplate of a victim. Benches for the 125 people who died inside the Pentagon will be oriented toward the building, and benches for the 59 passengers and crew aboard hijacked American Airlines Flight 77 face away from the building, toward the sky, Laychak explained.
The benches will dot a 2-acre Pentagon Memorial Park just outside the crash site that Laychak said was designed to give visitors a place to remember the events of Sept. 11 and those lost. He expressed hope that it will bring comfort and a sense of reflection for those left behind.
"We wanted a place for people to think, not a place to tell them what to think," he said.
Once completed, the memorial will provide a lasting tribute to the victims of Sept. 11, both individually and collectively, and "tell a story of what happened," Laychak said. "It will be a unique place," he said. "(Just as) 9/11 was like no other day, we wanted a place (to remember it) like no other."
Rosemary Dillard, vice president of the Pentagon Memorial Fund, said seeing the prototype of the benches to those killed, including her husband, Eddie Dillard, "gave me goosepimples."
"The Pentagon Memorial has so much meaning to all of us, and we know it will have a lot of meaning to visitors here," she said. "We know (all the victims of the attack) are heroes, and they are going to all be remembered."
Fundraising for the memorial continues, with about $13 million collected so far, Laychak reported. While focusing on larger donations, including $1 million donated by AT&T in late 2006, smaller, private gifts are welcome too. "We want all Americans to feel that they are a part of this effort," he said.
For more information about or to donate to the Pentagon Memorial Fund, visit the organization's Web site.
[Web Version: http://www.defenselink.mil/News/NewsArticle.aspx?ID=2892]


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Long before viewers watched Pimp My Ride or American Chopper—in fact, long before the combustion engine—readers personalized, customized, glamorized, and just plain peacocked their books. Whether encrusted with jewels, adorned by portraits of queens, or scribbled upon with ballpoint pens, the books pictured here demonstrate post-market enhancements, or primping, as a recurring phenomenon in book culture across centuries. These volumes embody fantasies of transformation through the act of dressing up. The story of the custom book starts with medieval illumination, a process that primped a book on the inside. The remaining books mediate the relationship with the text through their covers.
The warmth of red velvet, the chill of a silver hinge, the sparkle of precious jewel, or the smell of fine leather can create a sensory experience that complements, critiques, or even contradicts the words within the covers. Using these diverse materials, as well as techniques from inlay to Cosway, these covers make statements, sometimes even jokes, about their books' contents.
Students in The University of Texas at Austin Professor Janine Barchas's fall 2010 graduate seminar, English 384k: Graphic Design & Literary Text put together a display case at the Ransom Center with these examples of various bindings. This display can be seen during Reading Room hours through the end of January. Students who worked on this project include Lynn Cowles, Colleen Eils, Jennifer Harger, Brianna Hyslop, Aaron Mercier, Michael Quatro, Robin Riehl, Jessica Shafer, Connie Steel, Laura Thain, Joanna Thaler, and Jay Voss.


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The Oak Ridge City Council will hold a public meeting at 7 p.m. Monday, to gather community input regarding the possible transfer of ownership of Clark Center Park from the U.S. Department of Energy to the city of Oak Ridge.
The Oak Ridge City Council will hold a public meeting at 7 p.m. Monday, to gather community input regarding the possible transfer of ownership of Clark Center Park from the U.S. Department of Energy to the city of Oak Ridge.
The meeting will be held in the Municipal Building Courtroom, and will be in lieu of the regularly scheduled monthly work session.
The DOE's Oak Ridge Office is in the process of reviewing the agency's land holdings across the Oak Ridge Reservation, which is located within the city limits of Oak Ridge, and includes Clark Center Park, according to a city press release/
Clark Center Park, formerly known as Carbide Park, is an 80-acre land parcel that DOE is considering transferring from federal ownership. The Park area includes a swimming area along Melton Hill Lake, and incorporates two picnic areas, a playground, restrooms, a boat ramp, two ball fields, and also provides access to the Gallaher Bend Greenway. Approximately $300,000 is spent annually by DOE to maintain the park.
In a letter dated Aug. 4, to the City, DOE Oak Ridge Office Manager Larry Kelly stated, "Given the Park's benefit to the citizens of Oak Ridge, the option we currently favor would be to transfer ownership to the city at no cost, provided that the property remains a recreational park asset for the public." Kelly also emphasized in the letter that DOE has not established any time frame for disposition of the property.
City Council adopted a resolution on Aug. 11 authorizing City Manager Mark Watson to conduct further discussions with DOE and to provide regular reports on the discussions. The resolution also recognized an interest in soliciting input from Oak Ridge citizens regarding possible transfer issues to consider.
There will not be a formal presentation at the meeting. The public is asked, but not limited to address several topics:
• What are the options to finance ongoing operation of the park?
• What amenities/improvements would the community desire?
• Is city ownership the best option? Costs? Benefits?
• What is the Oak Ridge public's definition of a recreation use for Clark Center Park?
For more information, visit the city's website www.oakridgetn.gov.


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Butterflies and RainbowsJennifer Linn - Hal Leonard Corporation
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Publisher Desc. Butterflies and rainbows on a summer day. Happy things are special when they come our way... Cheerful images abound in this colorful creation. A wide dynamic range, 8va passages, limited use of damper pedal, and a delightful teacher accompaniment make this a great piece for studio or recital. Early Elementary (HLSPL Level 1). 4/4 meter; Middle-C orientation; lyrics included; 24 measures. Timing: 46 seconds.
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Oh what the heck, just spend the money like Mark did on his '68 Dodge Coronet R/T. You can always make more.
"I had a '68 Plymouth Sport Satellite when I was in high school. When I was about 19, I hit a tree and sent it to the automotive graveyard."
Mark Kittel spent the next 35 years waiting to replace that car. "Unfortu-nately, there weren't a whole lot of cars between then and now, so I guess this story isn't so glamorous," Mark says. And by "not a lot of cars," Mark means no musclecar-era stuff at all. In fact, this '69 Dodge Coronet R/T is his second try at building a street machine. We think he did OK.
To keep himself amused during the long, dark era, Mark read Car Craft and a couple of less worthy car mags (rhymes with Hot Rod), built models, and waited for a shot to get back in the scene. That chance came one year after his last child left the house. Why a year? "Because of the kids. They keep coming back," Mark observes. Wandering dependents not- withstanding, Mark managed to get out and look for his dream car. "I knew it was going to be a '69 or '70 vintage B-Body," he says. "I wanted a '70 GTX but there weren't a lot of them around."
Mark then came across the R/T in the local classified ads. He liked the lines of the car and the fact that it was straight with zero rust. "It's a car you can do a lot with." The paper was the Sunday edition that Mark bought on Saturday night, so he had to wait until the following morning to call the seller. "At 6:15 a.m. the next day, I called the guy from the golf course fairway and woke him up. "Do you still have the car?" Mark asked. "Yes, uh, I just put it in this morning's paper." "The owner said it was maroon with a black vinyl top, Keystone wheels, and a rebuilt 440 with an automatic," says Mark. "I told him I'd buy it and drove over to deliver some money so he'd hold it for me."
Of course it was raining, so Mark was satisfied to roll around under the car instead of driving it before agreeing on a price. They met again on Monday to do the paperwork. "I had to sit and stew all day knowing that I had to wait till 5:30 to go over and pick up this guy's car. It was probably the longest day in the office I had in months," he says.
When he got the car home, it looked big and the garage looked small, so Mark immediately planned on making an addition. "It was more like a 1.5-car addition. This car thing was starting to get expensive." Once the car was safely inside, his tools and parts began to expand to fill the space. As winter approached, the family cars were sent to wait it out in the snow while the street machine languished indoors. Sounds about right.
The car ran and drove fine, but it wasn't as "peppy" as it should have been, so Mark wanted to take the engine apart a little bit to see what was in there. "Good thing," he says. "I found out that the engine wasn't right, and I didn't like it that way. I know that if you think something is bad, then it is always five times worse." Once the engine was out, the transmission followed. The engine was beefed with a stroker package, and a Gear Vendors overdrive was plugged in for some freeway driving. The car was cruised late into the summer, but there was a problem: The paint job was a 20-footer. Back in the garage, the car was disassembled for paint. "I remember the paint was a slow process with lots of conversations about color," says Mark. "The car was delivered to the painter at the end of July and didn't come back until the following May."
When Mark started putting it back together for the summer events, he found the car looked better but still wasn't fun to drive. "It wasn't a musclecar where you could shift gears and have fun," says Mark. The car made it about 200 miles that summer before it was taken apart for the third time. Mark also wasn't happy with the stock frontend, so he looked into some alternatives. He purchased a Magnum Force tubular K-member and Wilwood brakes, and while the engine was out to install them, Mark finally caved to his dream, bought a five-speed kit from Keisler, and dropped it in.
Was he done yet? "I had to go a little bit further, so I redid the dashboard and the Ramcharger hood's fresh-air parts with carbon-fiber laminate, and added seats from a Mercedes for some modern comfort. If you are going to go fast, you are going to need to stop fast and handle. It's still not done, but it's close!"
Tech Notes
Who: Mark Kittel
What: '69 Dodge Coronet R/T
Where: Mark has spent his entire life in St. Paul, Minnesota.
Engine: Starting with a stock 440-block, Frank Widingstat at Advanced Performance in St. Paul added a 4.15-inch stroker Eagle crank and punched the bore to 4.375 for a total of 499 ci. Frank also added Eagle H-beam rods and Diamond dished pistons for a pump-happy 10.5:1 compression ratio. The cam is a Comp Xtreme Energy hydraulic flat tappet with 251 degrees of duration and 0.564 lift. The carb is a Quick Fuel 870 on top of Edelbrock RPM heads and a Torker II intake.
Exhaust: The headers are off-the-shelf ceramic-coated 171/48-inch Hedmans feeding a 3-inch system with Flowmaster 50-series mufflers.
Transmission: The Keisler five-speed kit required Mark to cut a 6-inch hole in the floor, but the rest of it went together with no drama. The kit comes with a 10.5-inch clutch, a hydraulic throwout bearing, and a pedal that looks like it came with the car.
Rearend: During the first thrash, the Dana 60 came out for a rebuild. When no one could get a set of axles to match the Sure Grip differential, Mark called Moser and ordered a complete bolt-in Dana 60. Problem solved. He put the 4.10:1 gear back and says that with the overdrive he can go down the highway at about 2,200 rpm in Fifth.
Suspension: Mark used a Magnum Force tubular K-member suspension conversion to eliminate clearance issues and to improve the handling characteristics of the car. The kit eliminates the torsion bars, replaces them with coilover shocks, and adds rack-and-pinion steering. "Now I can take that big car around an onramp at 70 mph."
Brakes: Both the front and rear disc brake setups are from Wilwood. The fronts have six-piston calipers with 13-inch discs and the rears have four-piston calipers and 11.75-inch discs.
Paint: When the bodywork was started, the painter found nine different paint jobs under the topcoat. The car had to be sanded down to bare metal and built up with primer and lots of House of Kolor Kandy Wild Cherry.
Radiator: The aluminum radiator is a direct fit for a B-Body, from Ron Davis Racing in Arizona, that did not require any modifications to the car. When Mark bought his radiator, Ron was doing circle track and NASCAR work; now he has some part numbers for old Mopars.
Fuel cell: Rick's Hot Rods in El Paso, Texas, built a stainless steel gas tank that looks like a stock unit and bolts in the stock location. It has an Aeromotive A1000 tank built into it, a -10 line from the pump to the regulator, and an electronic fuel sender.


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Harvard suffered its only overtime loss of the season Friday against St. Lawrence (Gil Talbot).
ITHACA, N.Y. – After a tightly contested three periods of regulation, St. Lawrence's Kelly Sabatine netted her second goal of the game as the No. 8 Harvard women's hockey team fell, 2-1, in overtime to St. Lawrence Friday night at Lynah Rink in the ECAC semifinals. Harvard finishes the ECAC tournament with a record of 22-9-1 on the year to go along with a 17-4-1 conference mark. St. Lawrence (23-9-4, 14-6-2 ECAC) advances to the ECAC final, where it will meet host Cornell for the league title.
The Saints provided all the pressure in the short-lived overtime period, keeping the puck in the Harvard zone for the majority of the time. Laura Bellamy made a steady save to start the overtime frame, and started a Harvard push towards the St. Lawrence zone. The Saints came back firing, and Sabatine lifted a short-range shot past a lunging Bellamy at 3:14 to seal the dramatic ending.
The teams entered the third period tied at 1-1, but the defenses were stifling throughout the final frame of regulation, especially that of the Saints. A pair of St. Lawrence penalties gave Harvard two power plays and despite playing as poised as it has been this season, the Harvard special teams unit was unable to figure out MacDonald, firing four threatening shots on goal. A 10-4 shots edge in the period for Harvard gave it a 29-25 advantage in regulation.
St. Lawrence came out with a vengeance to start the second period, peppering the Harvard net with pucks that Bellamy did well to turn away. The offensive pressure paid off for the Saints, however, as star forward Kelly Sabatine blasted a slapshot from the top of the left faceoff circle that whipped past Belamy to give the Saints a 1-0 lead 9:05 into the second period. St. Lawrence very nearly made it 2-0 a few minutes later, when a wrister through a crowd clanged off the right pipe with 8:55 showing on the clock.
Harvard had a near-miss opportunity of its own with 5:24 to play in the period, as Sarah Edney ripped a shot from the point on the power play that went past MacDonald but banged off the pipe and into the corner. The Crimson regained composure quickly, and after Josephine Pucci had a shot blocked, Edney fed Jillian Dempsey down low and Dempsey lifted the puck over MacDonald's left shoulder for the equalizer with 5:15 on the clock. The Saints had a 14-10 shots advantage in the frame, as the teams entered the locker room tied for the second time.
The penalty kill of both squads was put to the test early on as the teams combined for five penalties in the opening period. Both teams had plenty of room to skate midway through the period as four rapid calls made it 3-on-3 for almost a minute. The special teams were up to the task as St. Lawrence's Carmen MacDonald and Harvard's Laura Bellamy turned aside any threatening pucks. Harvard closed the period with a slight, 9-7, edge in shots and both teams left the ice still in search of the game's first goal.


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Product Description
Delightfully crunchy, great for
Note: Use only as directed by the physician. Incorrect use could be harmful. If symptoms persist, please consult your doctor/healthcare professional. Your healthcare professional will advise you whether this product is suitable for your condition. Don't use this product for children without doctor's advice.