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Tuesday, 6 November 2007
Salad Days
With summer creeping up on us comes the time for lighter fare. As I will be experiencing a European winter instead of long summer days in less than two weeks, I am particularly keen to savour the simple things I know I will be missing all too soon.
Salad days involve excellent produce prepared without fuss and with minimal time actually spent in the kitchen. I'm always ready for a spring evening lingering over moist roast chicken and a bottle of wine because I know it requires mere minutes of preparation and I can read outside in the sunshine while it achieves a glorious burnished perfection. The recipe below is ideally suited to the leftovers of the said bird but I've been known to roast just for this purpose. While there is certainly no shortage of roast chicken recipes, this is my spring version; chicken deeply infused with rosemary and lemon and creamy slices of avocado balanced with sweet roast capsicum over a bed of perfectly dressed salad greens. There is something magical about the simplicity of chicken and avocado particularly when you drench the lot in a dressing of herby pan juices whisked with red wine vinegar. As those of you who follow this blog will know all too well, I don't exercise a lot of restraint in gastronomic matters but this is one salad that will never leave you feeling deprived.
The warmer climate has also brought something else; a second wind of culinary inspiration. While I am unlikely to start seeking out fussy and pretentious food or enjoying laborious preparations, I am desperately keen to discover new produce, markets and local specialities both here and on my travels. Mostly importantly, perhaps, I am keen to start sharing it and writing more regularly.
Lemon and Herb Roast Chicken with Avocado Salad
Serves 4
1 avocado
1 red capsicum
4 cups mixed salad leaves
1 whole chicken, the best you can find
olive oil
1 tbs red wine vinegar
Wash your bird thoroughly and pat dry with paper towels. Squeeze half a lemon over the chicken and once juiced place it in the cavity to infuse the chicken with its aroma during the baking. Season liberally with salt and a generous drizzle of olive oil. In a suitably large roasting pan place your chicken on a bed of rosemary. In the same tin pop in your capsicum for roasting. Add another glug of olive oil for good measure and place uncovered in an oven, preheated to 200C. After 40 minutes baste your chicken and cover with foil if browning too quickly. Remove your capsicum at this stage. It should be done within another 25-35 minutes depending on the size of the bird. Prick the thigh and if the juices run clear, you're ready to proceed.
Remove the chicken from the pan and cover with foil while you prepare the salad. Skim any fat off from the pan juices and remove the rosemary. Place your tin on the stovetop and whisk in the red wine vinegar. You may require less depending on the quantity of pan juices. Season to taste.
Slip the skin off your roast capsicum to reveal the sweet flesh. Deseed and chop roughly. Halve and deseed your avocado. Slice generously. When your chicken has cooled sufficiently, shred the meat and fight off any fingers attempting to devour the crispy lemony skin.
On a large serving platter place a bed of mixed salad leaves. Top with the shredded chicken, avocado and capsicum. Drizzle with the pan juice dressing and finish with a good grinding of pepper and a handful of baby basil leaves. Serve with crusty bread and wine.
39 comments:
- Coffee & Vanilla said...
What a beautiful and colorful salad! Mmmm, avocado... I think I will run to the shop to get one! :)
- 6 November 2007 at 3:32 am
- Wendy said...
I don't care if it's November and 6oC outside. This is what I want for dinner! Gorgeous.
Are you heading to Europe for a holiday or a longer trip?
- 6 November 2007 at 3:39 am
- Susan said...
What a brilliantly colorful salad that is; no wonder it has inspired you.
- 6 November 2007 at 4:12 am
- Peter M said...
That alone is a meal and it looks vibrant.
- 6 November 2007 at 4:38 am
- Truffle said...
Margot- Thank you so much! I adore avocado but somehow it tastes even better with chicken. Chicken and avocado sandwiches are also very popular with me.
Wendy- Thank you! I wish I could send some over. At this stage it's looking like an extended trip. A couple of months spread over England, Ireland, France and Spain. I'm very excited!
Susan- I do love the colours. I miss such colourful food in the colder months.
Peter - Thank you!
- 6 November 2007 at 4:48 am
- Dana said...
That sounds like an exciting trip! I'd come all the way to Melbourne just for a taste of that salad...
- 6 November 2007 at 6:45 am
- Lucy said...
Yeah Truffle - get writing and sharing I say. So pleased you're feling refrehed and reinvigorated.
A European winter? Jealous as hell, but write and write and come back with new tales.
Can't wait for salads and summer.
- 6 November 2007 at 1:03 pm
- Wendy said...
Let me know if you're anywhere near Scotland and I'll cook you dinner. :)
- 6 November 2007 at 1:09 pm
- Cindy said...
A fabulous spring salad, Truffle! I shall have to devise a way to dress some legumes as a (pale) imitation of the chicken...
- 6 November 2007 at 1:42 pm
- Anh said...
Lovely salad! I am preparing myself for eating more salad this summer. (Normally I am not much of a salad eater). And yours looks like a really lovely option!
- 6 November 2007 at 1:43 pm
- Linda said...
That salad makes me want to lick the screen! It looks very delish!
- 6 November 2007 at 2:10 pm
- Susan said...
Avocado always makes me feel like summer even in the dead of winter. A very pretty salad, Truffle, and one that could stand alone for color and flavor even if you felt like a meatless meal.
- 6 November 2007 at 4:37 pm
- mutemonkey said...
Looking good, Truffle! You may have inspired me for Friday's lunch... :)
- 6 November 2007 at 6:03 pm
- Truffle said...
Dana - what a lovely thing to say! I'd love to cook it for you!
Lucy - I'm sure they'll be no shortage of tales. I'm squeezing in some travel before I start a new job and terribly excited.
Wendy - Oh thank you so much! That's really lovely of you.
Cindy - I almost think lentils would work better because I just adore them with roasted red capsicum. Perhaps some puy lentils?
Anh - I'm so glad you like the look of it. It can be hard to get excited over salads but with a bit of effort I think they can be lovely.
Linda - thanks so much! That's so nice of you!
Susan - I couldn't agree more about the avocado. Thank you!
mutemonkey - thanks very much! I hope you like it!
- 7 November 2007 at 1:06 am
- Gloria said...
Delicious salad! I Like so! We are on Spring too, but now is summer!!!!! 31º today!! We almost don't have spring! xxxxxxGloria
- 7 November 2007 at 4:47 am
- Patricia Scarpin said...
Oh, Truffle!
This would convert even the most radical salad hater!
- 7 November 2007 at 5:17 am
- Amanda at Little Foodies said...
I love chicken and avacado together. This looks wonderful although it's a bitterly cold day in England and I'd need to want to eat it near an roaring log fire!
- 7 November 2007 at 5:27 am
- winedeb said...
Hi Truffle! I come visiting you through, I do not remember who's site, but I see your comments alot so I thought I would pay you a visit. You have a lovely, yummy site! That salad looks awesome!
I will be back! Cheers!
- 7 November 2007 at 3:39 pm
Ooh Truffle what a marvellous array of colours! I agree with you 100% on the divine pairing of chicken with avocado - its up there with orange and almonds as far as i'm concerned.
How lucky are you to be spending the next couple of months in europe! I'm quite jealous now as i'm not a fan of summer so i'd much prefer to be up in the northern hemisphere over christmas! Have a wonderful time Truffle and hope we get to read up on your gastronomic adventures!
- 7 November 2007 at 8:26 pm
- DaviMack said...
Can you feel the envy, away across the world & in a different hemisphere? We're just now running towards winter here in the UK ... it was 3 degrees C this evening, in Glasgow! And you get summer!
Looks delicious!
- 8 November 2007 at 1:32 pm
- Cynthia said...
I'm excited to try this salad. It look gorgeous, Nora.
- 8 November 2007 at 2:37 pm
- JennDZ - The Leftover Queen said...
That is so my kind of salad! Beautiful, refreshing and full of flavor! YUM! So reminds me of summer that has definately ended here.
- 8 November 2007 at 2:59 pm
Beautiful salad, Truffle :) I'm looking forward to reading about your travels. Have lots of fun!
- 9 November 2007 at 11:37 am
- katiez said...
Fantastic salad! I can see why you roast the chicken just for it!
If you hurry, we still have avocados and peppers.....
We're still having lovely weather in France!
- 9 November 2007 at 12:49 pm
- Truffle said...
Gloria - that sounds delightfully warm. Thank you!
Patricia Scarpin - thanks very much and thanks for reading.
Amanda at Little Foodies - a roaring log fire sounds like the the perfect way to eat this in winter. Thanks!
winedeb - thank you very much and thanks for visiting!
Serenity Later - orange and almonds are a heavenly combination.
I do love an Australian summer although winter in Europe will be cosy and romantic I'm sure. Thanks so much!
DaviMack - It sounds like I'm going to need to rug up when I head over! Thanks very much!
Cynthia -Thank you!
JennDZ - Thanks so much. I'm glad you like it!
Maryann- Thank you very much. I can't wait to share them!
katiez - I'm so pleased to hear about the weather there. Can't wait!
- 9 November 2007 at 3:48 pm
- Kelly-Jane said...
Another great healthy salad, and such pretty colours too =)
- 11 November 2007 at 3:22 am
- Big Boys Oven said...
this salad is definitely a hit!
- 13 November 2007 at 10:26 pm
- vida said...
Was hoping you were coming to the bloggers meet up, was looking forward to meeting you, maybe next time? I am soooooooooo jealous re: your trip!! Vida x x
- 14 November 2007 at 2:23 am
- ilingc said...
Truffle, this looks wonderful. It's very summery indeed and is making me think about home :(
I too will miss out on summer and will be experiencing the European winter this year. Am hoping it doesn't get too cold! *fingers crossed*
- 15 November 2007 at 2:13 pm
- Nora B. said...
Salad days are definitely here. I love the combination of avocado & roast chicken. I have that quite often, all year round.
- 15 November 2007 at 4:07 pm
- Tartelette said...
I love avocados in my salads and this one is just jumping at me! Beautiful creations once again!
- 15 November 2007 at 8:55 pm
- The Cooking Ninja said...
I love avocado in my salad. :)
- 19 November 2007 at 3:41 am
- Bellini Valli said...
It all looks delicious Truffle. I envy your move to warmer days and fresh garden ingredients. We are of course moving over to canned preserves and root vegetables.
- 19 November 2007 at 5:22 am
- The Culinary Chase said...
Yum! All of my favorite ingredients in this salad! Cheers! Heather
- 19 November 2007 at 5:29 pm
- Truffle said...
Kelly-Jane - thanks so much! I love colourful food when the weather gets warmer.
Big Boys Oven - that's so lovely of you. Thanks!
vida - I'm so sorry I didn't make it. I've been swamped with work before I head off but it sounds wonderful.
ilingc - where are you heading to? I'm also hoping it isn't too chilly!
Nora B. - it's definitely a great staple. Thanks very much!
Tartelette - Thank you! Avocados always seem to make a lovely addition to salads.
The Cooking Ninja - me too! It's one of my favourite ingredients.
Bellini Valli - thanks so much for popping by. I do adore some roast veg! One of the best bits about the cooler months.
Heather- I'm so pleased you like the sound of it. Thanks for reading.
- 20 November 2007 at 4:07 am
- ilingc said...
I'm in London! Going to be here for the next year or two and we're heading on our first european trip in 2 weeks to Luxembourg and then to the christmas markets in Bremen.
I hope the weather will be kind to the both of us! :)
- 22 November 2007 at 3:36 pm
- Genie said...
Truffle, that sounds crazy-good! Love the pan-juice dressing. I'm making this sometime soon even if I'm facing down winter!
- 22 November 2007 at 9:51 pm
- Truffle said...
ilingc- that sounds fantastic! Hope you have a wonderful time.
Genie - Thank you so much! I'm really glad you like the sound of it.
- 23 November 2007 at 3:27 am
- Chris said...
Wow - I am loving the winter foods I am eating right now, but this salad? Where did summer go? It looks do good!!!
- 24 November 2007 at 10:12 am


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subset: commoncrawl


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Lindsay Webb-Mayhew described the period between May 9 and Oct. 15 of last year as the best and worst six months experienced by her and her husband, Patrick Mayhew.
It was time spent trying to soak up every minute of the life of their daughter, Sydney, after she was born at 24 weeks, weighing around 1 pound. They described the little girl they got to know so well as resilient, attentive, and always defying expectations. The nurses called her "feisty."
"She was so interesting; she just made people's day," Mr. Mayhew said.
Considered a "micro-preemie," Sydney spent her entire life in the care of the UMass Memorial Neonatal Intensive Care Unit before succumbing on Oct. 15. The Charlton couple was so impressed and grateful for the care their daughter received, they decided to start a foundation to raise money for the unit.
"The NICU was so amazing to us," Ms. Webb-Mayhew. "Their job is to take care of the babies, but UMass Memorial goes above and beyond. They were like parents to her in our eyes, they were so good."
The Sydney Meaghan Memorial Foundation's first event will be held at 6 p.m. Saturday at the Auburn Elks Club, 754 Southbridge St. There will be raffles, music, food and a cash bar. All proceeds will go to the UMass Memorial NICU.
The event will also feature an address by UMass NICU's Dr. Stuart Weisberger, and will honor Dr. Francis Bednarek, chief of neonatology at UMass Memorial Children's Medical Center, who died earlier this month.
What started out as a routine doctor's visit in the spring of 2012 started what Ms. Webb-Mayhewb referred to as the couple's "journey" with Sydney.
At that visit, the doctor had her rushed to UMass Memorial after a blood pressure check showed Ms. Webb-Mayhew had pre-eclampsia. She said she didn't feel ill, except for retaining a lot of fluid. Since it was her first pregnancy, she didn't think anything of it. But as it turned out, she was very ill, and was at risk of a stroke that could have killed her and Sydney.
Several hours later, doctors were talking to her and her husband about saving her life and trying to save Sydney's. She was rushed into emergency cesarean-section surgery.
"It came to a matter of minutes," Mr. Mayhew said.
Mr. Mayhew and Ms. Webb-Mayhew said they were constantly surprised by their newborn daughter. They said doctors and nurses warned them before her birth that because of her being so early, her lungs might not be developed enough for her to cry � a silent baby would be normal, they told the couple.
"Well, she came out kicking and screaming," Mr. Mayhew said.
She went on to impress and endear herself to her parents and staff at UMass Memorial.
She endured several surgeries; one surgery intended to prevent blindness brought with it disclaimers from the surgeon that it could take much longer than expected because of movement by the baby.
"Forty-five minutes later, he comes out and says, 'Done,' she was great," Mr. Mayhew said.
She also bounced back quickly from what her mother described as an "oxygen deprivation episode" that could have led to severe brain damage.
All along, the couple said they felt their daughter was receiving top-notch care, and they were being taken care of along with their daughter.
"They became family to us," Mr. Mayhew said.
They said that near the end of Sydney's life, Dr. Weisberger came in to be with the family on a day off.
The couple met Dr. Bednarek around the fourth month of Sydney's life. They said that during one of Sydney's major "digressions," Dr. Bednarek stayed late with Sydney to perform duties that could have been handled by a nurse.
"He was trying to help us through it," they said.
He always had a warm demeanor and a smile, and had a good sense of humor, they said.
They kept close touch with him even after Sydney's death, and they said he was excited the couple had decided to start the foundation.
They went to the calling hours after he died, and said the lines were so long people were waiting for two hours to get into the funeral home. One couple brought their preemie, they said.
Mr. Mayhew and Ms. Webb-Mayhew said that since Sydney struggled so much with her lungs throughout her life, they hope to raise enough money through the foundation to fund the purchase of dedicated equipment for the NICU.
They said they have also talked to staff at the hospital about the possibility of having the money go to renovations for the family area at the unit, or even toward new camera technology that would enable parents to see their babies remotely when they have to leave the hospital.
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They said some staff at UMass Memorial have said they plan to attend the event Saturday.
Ms. Webb-Mayhew said they were an important part of their lives.
"They fought for Sydney as hard as we did," Ms. Webb-Mayhew said.
For more information on the foundation, go to www.sydneymeaghanmf.org.


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Abererch Memories
Read and share memories of Abererch
At Sir Josiah Masons Orphanage in Birmingham where I was bought up from 8 - 16 years old we ran both Guide and Scout troops. During our senior years we went to camp at Abererch in the Summer holidays and this was an event that was anticipated with relish, months in advance by those entitled to go. The camp always coincided with (...Read full memory)


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Geely's getting its craziness in gear for this year's Shanghai Auto Show with more new cars than you can shake chopsticks at. You thought the fake Phantom was the only zinger? You ain't seen nothing.
We've previously given you a glimpse at the ET925 Experimental Truck, as well as the GE Rolls Phantom-ripoff, but they've finally given us a look into their entire Shanghai Auto Show lineup which includes, yet again, the Geely GT, though this time with a full blown interior.
We can't blame them for not trying and we're entirely curious what this newborn automotive landscape will look like in 20 years. [thetycho via geely]


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Welcome to week 9 of the first 18 weeks! You will find helpful information on the right side of this blog under the PAGES section. Please click on your class to review the following documents located on the right hand side of this blog (PAGES) section
- Upper & Lower body rotation
- Record the weight for each lift in your workout book
- Your book MUST be signed everyday
Make a GREAT week!
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Malloy tours state parks
SHELTON -- Gov. Dannel P. Malloy took to the beaches Wednesday to encourage residents to get outside and enjoy all that the state parks have to offer.
As part of his three-park tour, he visited the 200-acre Indian Well State Park, which opened in 1928.
"Connecticut has a tremendous network of 107 state parks and 32 state forests that offer a range of outdoor activities for families," he said.
"Over the holiday, I hope residents head to a state park for some quality time outside -- swimming, hiking, fishing, boating or simply taking some time to relax and appreciate Connecticut's natural resources," the governor added.
Malloy ventured onto the sandy beach at Indian Well, which is on the Housatonic River. He commented on the beautiful view and said he had been to Indian Well only once "as a kid." But, he added, he had fond memories of his days with his family at another state park, Sherwood Island in Westport.
"The whole family -- uncles and aunts -- would go there," he said. "Someone would get up early in the day to claim a table because there were 60 or 70 of us that would show up."
Malloy said the state continues to invest in the park system, expand program services and modernize infrastructure.
"We've put a lot of money into them to take better care of them," he said, adding that's one of the reasons why he vetoed the ATV (all-terrain-vehicle) bill Tuesday that would have allowed them into parks. "I'm not opposed to ATV's," he said, but added the proposal didn't make sense.
There were several dozen people at the beach Wednesday afternoon, a handful of them were in the water, all under the watchful eye of lifeguard Ciarra Thomson. Malloy asked her if the park was ready for all the traffic expected Thursday, the Fourth of July.
"Yes, we're ready," she said, adding there are three lifeguards on duty during the week and four to five on weekends. Among them is Ciarra's sister, Amber Thomson, who was also on duty Wednesday.
When Malloy found out they were sisters, he quipped, "If I did that, I'd be accused of nepotism."
On his way back to his car, Malloy stopped to talk with Nicole Brewster of Waterbury, who was at the park with her two-month-old son, Conner and daughter, Trinity, 2.
"I was surprised to see him here," she said. "He just asked me if I was enjoying myself and how old my son was."
While the parking lot was empty Wednesday, there is room for 500 cars at Indian Well.
It costs $9 per in-state and $15 per out-of-state car to park at Indian Well, but Malloy said residents can get a $67 seasonal pass which can be used anytime at any state park. "It's the cheapest club membership you can get," he said.
Prior to stopping in Shelton, Malloy visited Hammonasset State Park in Madison where there is a new $1.4 million Meigs Point Nature Center and a $5.8 million bathhouse.
After Shelton, he stopped at Black Rock State Park in Thomaston where four camping cabins have been built, part of the 100 being built at state parks to expand the variety of camping opportunities available to families.


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Tagged: Punisher
Daredevil season 2 review: Welcome back, Frank
Daredevil season two is yet another love letter to the darkest, seediest and most brutal corners of the Marvel Universe.
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But for all those highlights, there are problems. Some wooden dialogue hampers otherwise engaging character interplay, while a few curious character choices keep the second season of the hit Netflix show from realizing its full potential.
Despite those flaws, Daredevil remains one of the best streaming series around, and is a must watch both for comics fans and anyone who just really enjoys watching people getting the shit kicked out of them.


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Denmark's beautiful nature is for everyone
Everyone has the right to enjoy Denmark's beautiful nature. It is important that Denmark's wild plants and animals are respected, as you would respect the land and property of farmers and private landowners. Make sure you follow signs and directions and most importantly, don't leave anything but your footprints behind.
Prohibited Danish nature areas
In some natural areas in Denmark, public access is prohibited, such as military zones, nature sanctuaries and hunting areas.
Access to private forests in Denmark
Two out of three forests in Denmark are privately owned. In these forest areas, you must keep to forest trails and roads and only use the forest between 6am and sundown. In public forests, access is not limited to trails or times.
National Parks in Denmark
Denmark has three beautiful national parks which are free to visit, 365 days a year. Thy National Park lies on Denmark's coast, Mols Bjerge near Aarhus and the Wadden Sea, now a UNESCO World Heritage Site, in the south of Denmark.
Read more about accessing Denmark's natural areas
You can read more about rules and guidelines on enjoying Denmark's beautiful nature, including national parks and forests, at the Danish Nature Agency's website.
Get inspiration for your own walking holiday in Denmark and tips on how to explore Denmark's beautiful nature.


text:
LBB necesitaba un nuevo diseño de logotipo y lanzó un concurso de diseño en 99designs.
Un ganador ha sido elegido entre 37 diseños de 19 diseñadores freelance.
This site will be catered toward people going out to the bars. Hot chicks and dudes will hopefully use the service to tell us all about where they are and how cool (or uncool) the place is
Create a lightweight and simple application that can support the ability to report real-time activity at bars and nightclubs focused on the following toolsets:
• Twitter
• Mobile Web Page optimized for iPhone
• Web pages for PC consumption
• Integration with Yelp API for location
• Incorporating a points system to encourage more reporting
The system would use several 3rd party APIs to simplify development: Twitter and Yelp (or other local engine to determine location data)
We are trying to set up contests, quests and achievements to encourage people to report at Bar locations
--Bar Goers
--21-35 years old
--Facebook users
--Mobile phone owners
Create a logo for the Website that can be consumed on mobile phones as well as used as handout and treatments at actual Bar locations.
Logo needs to be bold and pop out
I love the 3 way treatment of the old Milwaukee Brewers Logo.
See Attached
Descubre cómo funciona un concurso de diseño u obtén más información sobre nuestros servicios de diseño de logo.


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text:
cfdev necesitaba un nuevo diseño de logotipo y lanzó un concurso de diseño en 99designs.
Un ganador ha sido elegido entre 356 diseños de 81 diseñadores freelance.
Hope247 is a start up charitable nonprofit organization designed to minister to the homeless of our community. Our organizational goal is to facilitate the transition of the homeless into thriving, productive members of our society. It is our intent to accomplish our goal through the following programs: Bible study, mentoring, educational training, arts, sports programs, and job placement assistance.
We are located in the SF bay area reaching out to the world
Corporations, Churches, and private individuals
Generation X and Y'ers
A fresh new look and broad appeal
-no "religious" symbols in the logo
url: http://www.hope247.org {still being developed}
"Hope For More Than Today"
Consider these ideas when submitting {less "clip art" is better.... lets really see your creative side}
a seed growing into a plant, a hand up, sunshine, a ladder, a ray of light through clouds, a mountain, a man standing on top of the mountain, shaking hands, horizon, an oak tree, a group of people helping one , just one hand, an autumn leaf
Descubre cómo funciona un concurso de diseño u obtén más información sobre nuestros servicios de diseño de logo.


text:
More flood fears as storms continue
Severe weather is set to continue battering large parts of Britain over coming days, with the threat of further flooding and disruption from heavy rain and gales.
The South West of England and South Wales have taken the brunt of the latest storms, which have affected many areas of the UK since Christmas.
The weather has left thousands of homes without power, transport networks in chaos and has forced people to leave their homes - with wind speeds reaching more than 90mph.
The Environment Agency (EA) had six severe flood warnings in place - meaning a danger to life - in south-west England.
The EA was warning there was a "high risk" of coastal flooding in Dorset, Devon and of further river flooding on the Somerset Levels and Moors.
On the Levels, which has been badly affected by flooding since Christmas, police used a helicopter to advise the occupants of more than 150 properties at Fordgate and Northmoor to leave their homes because of flooding.
Met Office forecasters were warning of further severe weather to come.
Another band of heavy rain is due to sweep across southern Britain tomorrow into Friday.
A separate area of low pressure is then expected to bring more rain and very strong winds on Saturday.
Andy Page, Met Office chief meteorologist, said: "The unsettled weather will continue over the coming days with heavy rain across the southern half of Britain on Thursday evening into Friday, and that will be quickly followed by another storm moving in early on Saturday.
"This will bring the risk of flooding and damaging winds bringing down trees to cause disruption to travel and power networks."
In response to the crisis, Prime Minister David Cameron announced an extra £100 million would be spent tackling the aftermath of the floods and there were "no restrictions" on the help available to stricken communities.
After chairing a meeting of Whitehall's emergency committee Cobra he said: "My sympathy is with everyone affected by the ongoing storms which are causing misery to communities and businesses across the country.
"With power outages, more flooding and more bad weather forecast, I have chaired a Cobra (meeting) this afternoon to ensure that everything that can be done to get stricken communities moving is being done: there are no restrictions on help."
In Dawlish, between Exeter and Cornwall, a section of seawall under the coastal railway line had collapsed and two people had to be rescued from a car.
Mr Cameron said: "I have seen the shocking pictures of the destroyed train line in Dawlish and I am determined that while it is out of action, the public get a proper alternative service and a solution is found to fix it, as soon as possible. The Government will continue to hold emergency Cobra meetings to ensure these problems are sorted out.
"In Somerset, the Environment Agency continues to pump three million tonnes of water a day off the Levels alongside high-velocity pumps provided by the fire and rescue service. But no amount of pumping will solve the current problem completely because the land is so saturated, so dredging will start as soon as the waters have receded enough for it to be safe to do so.
"We need a long-term solution, so earlier today I announced a further £100 million to repair and maintain those flood defences which have taken such a battering, while protecting 165,000 homes in recent weeks, in addition to a record £2.4 billion being spent by this Government."
But Labour leader Ed Miliband said: "Many of those affected feel the Government's response has been slow and that more could have been done sooner."
Residents were evacuated from 30 flooded houses in Kingsand, Cornwall, and up to 35 homes affected in Looe, with residents advised to stay away from the seafront amid fears of huge waves.
Devon and Cornwall Police warned residents to stay away from coastal areas as it dealt with a large number of calls relating to road debris, damage to property and flooding.
Cornwall Council said fire crews were dealing with flood reports and problems in Polkerris, Fowey and Looe.
The A390 at Lostwithiel was closed, with fire crews also dealing with fallen trees at Poughill, near Bude, Seaton, and the road between Constantine and Penryn.
The pier at St Mawes has also been closed and several schools were shut across Cornwall as a result of power problems.
Devon County Council staff were working flat-out to deal with the aftermath of the storms, having received more than 300 calls overnight.
Exmouth, Sidmouth and Seaton seafronts were closed, and the high tides flooded properties in Exmouth, Lympstone, Starcross and Topsham, the authority said.
On the seafront at Torcross homes were evacuated after the high tide smashed the fronts of four properties, forcing nine people to leave their homes.
One resident had a front bay window completely destroyed by the weather.
South Hams District Council has provided 12 tonnes of sandbags and 15 sheets of plywood to board up those homes damaged by the waves.
And shingle thrown on to the nearby Slapton Line beach by the storms had forced the closure of the road to vehicles.
The Hoe in Plymouth had also experienced large waves and damage to some properties.
There were also warnings of potential problems on minor roads and the possibility of landslips in coastal areas.
Stuart Hughes, Devon County Council's cabinet member for highway management and flood prevention, said: "These are some of the most horrendous conditions I can remember, and the combination of heavy rain and strong winds is causing disruption across the county."
The EA said that since Friday around 328 homes have been flooded while more than 122,600 have been protected, the EA said.
Since early December flood schemes have defended more than 1.2 million homes and businesses, and protected nearly 2,500 square kilometres of farmland across England.
John Curtin, head of incident management, said: "We're preparing for successive bands of heavy rain forecast into the weekend, groundwater and river levels are already high following the wettest January on record for England.
"With further river and coastal flooding expected this week we continue to have teams working around the clock to protect homes and communities and we are mobilising staff from across the Environment Agency to provide support in affected areas."
The RNLI warned of the danger of large and potentially hazardous waves along the coast.
Coastal safety officer Will Stephens said: " Rough seas and extreme weather might look exciting, but getting too close can be risky.
"So respect the water and, in particular, avoid exposed places where big waves could sweep you off your feet."
Commuters have been warned of "continued significant disruption" to train services in the South West.
Network Rail has estimated that damage caused to the rail infrastructure at Dawlish will take "at least" six weeks to rectify.
A spokesman for First Great Western said this estimate was "depending on the results of further inspection and any additional damage that may be caused by this weekend's forthcoming adverse weather".
"Normal train services will not be able to run between Exeter St Davids and Plymouth while this work takes place," he added.
He advised customers not to travel west of Exeter St Davids until the end of service today, with long distance, mainline services terminating at the station.
Local services in Devon, Cornwall and Somerset will be working to amended timetables.
The spokesman added: "The damage has affected the railway in the immediate Dawlish vicinity, and the signalling systems serving a wider geographic area.
"Network Rail engineers are working around the clock to make repairs where weather conditions allow."
Limited services have resumed between Plymouth and Penzance, with rail replacements available from tomorrow.
Rail replacement services will not be provided until the end of service today, as road condition are too poor for them to safely operate, the First Great Western spokesman said.


text:
One of the world's biggest cities is bursting at the seams with energy, culture, great food and enough surreality to keep it endlessly fascinating
Author Joe Keohane Photography Holly Wilmeth
DAY THREE | Having gotten a good night's sleep, you call for a car to take you to bohemian Roma, and get out at Café Toscana (1), a coffee shop popular with the local creative types, with windows that open to the sidewalk and excellent coffee and baked goods. When you finish your cup, take a stroll past the neighborhood's indie design stores, small bookstores and bike shops, plus a film shoot. Though buzzing with energy today, Roma was nearly destroyed by an earthquake in 1985, and even now many of the old colonial and beaux arts residences slump and lean.
On Zacatecas, stop at La Valise (2), a store owned by a French expat that sells only design pieces and random curios that can fit in a suitcase. On the way out you smell something good, and step into Broka (3), next door. The little year-old restaurant and bar (the space was previously a piñata store) serves one dish per day. Today, it's chicken stuffed with mushrooms and covered with spicy poblano salsa. Delicious.
A 20-minute walk takes you to Roma's trendier sister, Condesa, where you do a lap around Amsterdam, a street that circles the Parque Mexico, one of the city's prettier parks, then stray south down Tamaulipas to the Centro Cultural Bella Epoca (4), a vast, spotless bookstore and cultural center. You buy a CD by Chavela Vargas, one of Mexico's great singers, then — to achieve that very Mexican balance of high- and lowbrow — proceed across the street to El Hijo del Santo (5), a small boutique and shrine to Mexico's greatest lucha libre wrestler that's full of T-shirts, toys, watches and posters bearing his visage. You can't help it — you buy a silver mask.
For dinner, you have a reservation at one of Condesa's trendier eateries, Azul Condesa (6), a modern, colorful space popular with young, well-heeled types. You order the chile en nogada: a roasted poblano pepper stuffed with spicy-sweet diced pork and smothered in walnut sauce and pomegranate seeds. For dessert you have the chocolate tamale with crème anglaise, chocolate sauce and almonds. The corn keeps telling you it's not dessert, while the rest of the steaming dish definitively informs you otherwise.
During your postprandial walk through Condesa, you spot a tiny concrete bunker of a mezcalería called La Botica (7). On one wall is a pop art cactus; on the other, a jukebox full of great Mexican rock 'n' roll. Dozens of varieties of mezcal are displayed in glass medicine bottles, behind a glass case of Star Wars figures posed with their arms held aloft in inscrutable triumph. You order the top-shelf añejo and the waitress climbs a ladder into a crawlspace over the bar to retrieve it, then serves it with a dish of sliced oranges coated in chili powder. It's smooth and smoky, with no burn, completely delicious, and the fruit chases it beautifully. You had planned to do some more strolling, but instead you opt to end the night here, feet up, doing what you should be doing: feeling the pulse, pondering it, practicing it, watching the street life teem, here in one of the world's most fascinating cities.
JOE KEOHANE has been trying to replicate esquites at home. A breakthrough has proved elusive.
I noticed that the last three "Three Perfect Days" articles are not available in pdf format (the last one was Stockholm). I do have the Hemispheres iPad app, but I don't usually walk around foreign cities with my iPad in my hand. It's nice for reading, but not for sightseeing. Nor do I have international data roaming plans that permit me to pull up the web based versions while traveling overseas.
Could I convince you to continue the practice of posting the pdf versions in addition to tall the other dissemination?
I really love the articles and have followed the recommendations of many of your Three Perfect Days articles — with a printed copy in my hands!
Eric Mazur
Professor of Physics
Harvard University


text:
Get Flat 5% OFF on Orders Above ₹2000 | USE CODE: DIWALI19
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text:
For a short period of time in the last century, turbine-driven cars were all the rage. Manufacturers hawked them, race engineers played with them, and the public drooled over them. 8W takes a glimpse into our kerosene-fueled past. —Ed.
Turbines: The Pros and Cons
To see why turbine engines caught on quickly during the sixties and moved over from road cars to racing cars, it is best to devote some paragraphs to explaining their internal workings.
First, let's start with the quick and dirty answer. The basis is formed by two turbines, the first of which is tasked with compressing air and forcing it into an ignition chamber (or "burner") with added fuel. The exploding mixture of fuel and air then rapidly expands into a second two-stage turbine, giving drive to the compressor turbine, which is rotating on the same shaft (first stage, using 10% of generated power) and a single-gear transmission that is powering the car (second stage, using 90% of power).
It's as simple as that. It's no miracle invention, as turbines have existed for centuries; water turbines drove mills alongside fast-streaming rivers as early as the middle ages, while steam turbines were among the most prominent power sources of the 19th century. So if "turbine" is the general denominator for a machine or motor driven by a wheel that is turned by the pressure of air, steam, water or gas, the innovation of the turbine car engine is in its application.
Let's get to the nitty-gritty: What are its strengths and weaknesses? First, the pluses: The turbine's simplicity is its main advantage. It is smaller than a piston engine. A 250-hp turbine engine has a power turbine that is four to five inches in diameter, usually with a compressor turbine seven to ten inches in diameter. It also weighs less, with 80 percent fewer parts, and is less susceptible to vibration due the rotary (instead of reciprocating) motion of its moving parts. It will run on any flammable liquid or gas, from alcohol to peanut oil, from perfume to Jack Daniels, as the fuel's detonation characteristics don't really matter. It is in full working order from start-up, as fuel is injected directly into the burner, with timing and vaporarization not critical at all. This in turn kills the need for a warm-up period — there is instantly available heat, instead of cylinder blocks and coolants that need to be warmed for efficiency. Antifreeze isn't needed either, as operating temperature is effectively controlled by the air flowing through the engine. Finally, the exhaust gases are cool and clean, with practically no carbon-monoxide emissions. The performance part? You can't kill a turbine engine by overrevving it, as the compressor rotates independently of the power turbine.
On the downside, there is surprisingly little tricky stuff. The turbine has just one drawback, but it's a relatively big one: It guzzles fuel, often up to eight times more than a piston engine of similar output. Early on, this problem was countered by using the first part of the two-stage turbine to not only drive the compressor turbine, but to also drive a pair of "regenerators." These honeycomb regenerators acted as a pair of clever heat exchangers, directing exhaust heat back into the system to lighten the burden of the burner, with fuel now only needed to raise the gas temperature up to the required level. As an added bonus, exhaust temperature was further cooled to safe levels. This resulted in the regenerative turbine engine (below) that was to form the basis of all turbine-powered road and racing cars.
Turbines: The Heritage
After a brief look-in by Opel in 1927, road-car turbines were separately pioneered by Rover and Chrysler, with GM and Fiat also examining their capabilities. Rover started work in 1939, shortly after war was declared between England and Germany. This was on commission from the British government that, amidst clouds of secrecy, approached Rover's Spencer Wilks to help out a company called Power Jets Limited, which had a brilliant jet engine design but lacked production facilities. Chrysler latched onto the concept in 1945, but let's look at the British effort first.
Rover: True Pioneers
The top-secret request to Rover came on the back of Rolls Royce's lack of interest for the project, as they were in the middle of Merlin V-12
production for their Spitfire fighter range. Indeed, the first application considered for the gas turbine developed by Power Jets' Frank Whittle (left) was aviation –- and it being wartime, military aviation came to mind first, although for Rover mum was the word. The car manufacturer being the backup choice and uninvolved in aeronautics, Wilks left his engineers in the dark over the project, claiming that it was a new "supercharger" development…
Rover and Power Jets co-developed and produced two versions of Wittle's original design, but they soon fell out as Rover made alterations -– erm, "improvements" –- to the W2 design, going another step further with the W2B, again without consulting Wittle. Rover had good reason, as the initial engines suffered from surging and turbine failure. Soon, with war now raging all over the continent, Rover managed to secure the government's commission to go it alone. The new B-26 turbine was almost drawn on a blank sheet, and when Rolls-Royce stepped into the turbine arena in 1942, the B-26 formed the basis of the Rolls-Royce Welland, the world's first production jet engine.
The designs may have been sold, but the knowledge did not go with them. As soon as a couple of months after the end of the war, the Wilks brothers began planning further turbine development for road-car applications. For this, Spencer Wilks made an approach to Leyland to help fund the project, while also luring away turbine engineers Frank Bell and Spencer King from Rolls-Royce.
Despite immediate post-war material shortages, a prototype engine called the JET 1 was up and running in February 1947. And although they had some steep hills to climb -– like working out how to link a 50,000-rpm turbine to the back axle of a road car! –- a working fifth incarnation of the JET 1 was finished in May 1948. This had the aforementioned two-stage turbine solution to the drive problem that was later followed by other manufacturers; it produced 100 hp at 55,000 compressor rpm while weighing less than a Rover piston engine. A more powerful version was successfully tested in a boat at the end of 1949 and subsequently mated to a Rover P4 road car. On March 14, 1950, this car made its first runs and, as the "JET 1" (above), saw its first public appearance soon after.
The rear-engine JET 1 lit up at 3000 rpm, with its compressor turbine's speed at 40,000 rpm and the power turbine maxing out at 26,000 rpm. The idling speed was an impressive 13,000 rpm! With 100 hp, it could hit 85 mph while returning 6 mpg. In 1952, an uprated JET 1 appeared with a whopping 230 hp on tap, delivering a world record speed of 152 mph, still at 6mpg. The same year also saw the advent and quick demise of an outboard engined turbine concept car, the T2A, which didn't quite work as planned...
Four years later, Rover was ready to announce its first car specifically designed around a gas turbine engine. The T3 was a Spencer King design, with help from Gordon Bashford and Peter Wilks, and it boasted an two-shaft inboard rear engine producing 100 hp. It was a hugely innovative car that, even apart from the turbine engine, was ahead of its time with its fiberglass body, De Dion rear suspension, back-angled front forks, and four-wheel inboard disc brakes. Also, turbine development had come a long way. Light-up was now at 15,000 rpm, with the compressor's working speed at 52,000 rpm. By now, heat exchanger technology had seen the light of day, hugely improving fuel economy to 13 mpg.
The regenerators were further refined to deliver 20 mpg in the 1961 T4, left. This was a serious motorcar based on the Rover P6 (two years before the regular piston-engine P6 debut), as it gave an impressive 140 hp and a 0-60 time of 8.0 seconds. With a front-mounted engine, front-wheel drive, and stunning looks, there was nothing to take away from it against the usual crop of piston-engine road cars. Still, Rover decided to leave road-car development for what it was and focused on racing its turbine engines.
Although British road-car turbine development came to a halt after the T4, by this time, on the other side of the Big Pond, Chrysler was about to launch its first turbine road car.
Chrysler: Real-World Cars
The first design work on turbines at Chrysler had started as early as 1945. Over a decade of prodigious development got the company to the same level as Rover, with a single-shaft, two-stage regenerating turbine engine that could be front-mounted, with the first-stage power turbine used to drive the compressor and accessory systems such as power steering, power brakes, and even power windows!
In the early sixties ambitious plans were unfolded to produce a batch of 55 cars to hand out to selected "test drivers" across America. For this, Chrysler designed a futuristic body that would be built by the famous Italian coachbuilder Carrozzeria Ghia. The cars were finished and shipped stateside in 1963. Five cars were kept by the Chrysler development team; the rest were doled out in a grand sweepstakes that saw some 30,000 applications. Each of the 50 winners was responsible for testing the cars and handing them back later along with a detailed evaluation.
In total, 203 average citizens got the chance to test the Chrysler Turbine between 1963 and early 1966. Most cars topped a trouble-free million miles before their retirement. The drivers ranged in age from 21 to 70; 180 were men and 23 were women. They lived in 133 different cities. Conversely, car journalists weren't allowed any significant time in the car — what little test experience they got always came with a factory representative in the passenger seat.
The testers' verdict matched the strengths that the designers had already envisioned and the weaknesses they had worked hard to eliminate: The turbine Chrysler was smooth and quiet and its reliability was staggering, but fuel consumption remained a worry. Then again, as Chrysler surmised, this was probably due to test drivers often showing off their car in front of a crowd of impressed on-lookers. With an idle speed of 22,500 rpm, this was a fuel-burning exercise and little else — no wonder the drivers were sworn to secrecy about performance and fuel consumption! Other downsides were acceleration lag and a lack of engine braking. When put in drive, the Chryslers had a basic speed at idle, like a piston-engine automatic. This required applying the brakes at all times.
The STP-Paxton Indy Car
The STP-Paxton turbine car that produced a heartbreaking near miss at the 1967 Indy 500 was the brainchild of Italian-American Andy Granatelli, a racing nut who combined engineering vision with great business acumen. Granatelli was a life-long speed addict: He was once an engineer and chief tester for Studebaker, and he set over 400 land-speed records.
As an engineering enthusiast, having already brought Ferguson Formula four-wheel drive to Indy, Granatelli was quick to see the unfair advantage of a turbine engine matched with four-wheel drive. Thus the STP-Paxton turbine car was born, with a Ferguson four-wheel-drive system coupled to a reduction-gear system supplied by STP's Paxton division. It was built completely in-house by the Granatelli brothers, who wanted to keep the system a secret from their competition. As Granatelli stated during an Indianapolis Legends interview in 2000, "Every single thing on the car except the wheels and the turbine engine was built in-house.
Everything. And the reason we built everything in-house was because we didn't want to go to any outside vendor to have them know that we were building a special race car. And when we built the car, it was built completely in the rules, completely in specifications."
The engine was a Canadian Pratt & Whitney ST6B-62 rated at 550 hp -– and it was mounted to the side of the car! With its side-by-side construction, it looked awkward, but the driver's weight offset the mass of the lightweight turbine. It was also quiet –- hence the car's nickname of "Silent Sam" –- and fast. Very fast. Soon the competition was complaining with USAC, which had already reduced the car's turbine inlet area in order to keep the car from becoming dominant. And there was more bollocking going on. Granatelli still gets mad thinking back to the car's Indy debut: "We were told for example that the flap on the back of the car was distracting the other drivers. Bologna! It never distracted anybody. But they banned that first thing off the bat. With a piston engine, you take your foot off the gas, it's still through the crankshaft, but the compression slows the car down. But with the turbine car, you take your foot off the gas, and it's like putting the car in neutral. You keep going. So we needed something more in brakes. So we built a flap on the back of the car. When you stepped on the brakes, the flap would go up like an aircraft and slow the car down. Well, the drivers complained about that, not because it was too distracting, but to complain."
Nevertheless, and ominously if you weren't part of the STP team, Granatelli had tempted legendary Parnelli Jones into racing it, and Jones, who was on the verge of retirement, was only willing to do that if he had a "lock on the race". Granatelli was very convincing in his affirmation, and soon after the car was too – Parnelli found that it could go everywhere he put it on the track. Up, down, in the middle – the Swooshmobile didn't need a "groove". Amazingly, not a single modification was needed to achieve that, says Granatelli: "We never, ever adjusted a spring, a push-bar, nothing. We didn't change a thing on it. They didn't do a single thing to the car to make it handle it any better. They asked if the car was designed to handle it in the first place. It had equal weight distribution. That's why I put the engine on one side and the driver on the other, because the weight would be equal all the time."
Granatelli was so confident of its reliability that he didn't even consider an engine change between qualifying and the race. He was right about that, but didn't count on the Paxton gearing giving in. Having led 171 laps, Parnelli Jones coasted to a halt on lap 196 of 200 – with just 7.5 miles to go. It was truly the nearest of misses. The Swooshmobile had been running away with the race when a five-dollar bearing in the gearcasing failed, at a point where Parnelli had almost a lap in hand on his nearest rival, AJ Foyt – and that was after spinning earlier in the race and having to claw his way back through the field.
The last-gasp loss didn't help easing up USAC's stance. Horrified by Silent Sam's domination it changed the 1968 rules to further strangle the turbine's inlet area to 15,399 sq in, bringing down its output to around 450 hp. This is testimony to the complete package of his cars, Granatelli said in 2000, when asked about this tumultuous era of Indy racing: "Contrary to popular belief, the turbine car did not have a lot of power. It only had 480 horsepower while the other cars had 750 horsepower. But what the car did have was the ability to go along the corner anywhere on the track you wanted to put it. Under the groove, in the groove, under the white line, out in the gray stuff, it made no difference. The car could go wherever you pointed it."
The Howmet TX Sports Car
The Howmet TX Continental sports car was conceived concurrently with the STP-Paxton Indy car, but made its debut one year later, as it was campaigned extensively in 1968. The original car, chassis 01, was built up from a McKee Can-Am car, with cars 02 and 03 specifically built for the turbine engines. The Continental TS325-1 helicopter engine, its calculated equivalent of 2958cc producing an approximate 330 hp, drew from a center-mounted fuel tank carrying 32 gallons of Jet A fuel.
It was designed for the FIA Group 6 3-litre prototype class through the sponsorship of the Howmet Corporation of America, a metal company working as a large subcontractor to the aircraft turbine industry. The man with the vision was sportscar racer-cum-engineer Ray Heppenstall, who convinced his racing pal Tom Fleming, a board member at Howmet, to start a publicity-gaining racing programme. As such the Howmet-Continental TX was entered for the World Sportscar Championship in the days it was still covering such glamorous events as the Daytona 24 Hrs, the Sebring 12 Hrs, the 6 Hr events at Brands and the Glen, the Targa Florio, the 1000 km events at the 'Ring, Monza and Spa, and the Austrian Sportscar Grand Prix.
The Lotus 56: Indy, Again
The new-for-1968 air inlet rules called for a lighter car than the heavy STP-Paxton, and Granatelli found an ally in Colin Chapman, who had been watching the turbine development with great interest. In a meeting of two of the most innovative minds in world motor racing, the pair matched an uprated Pratt & Whitney ST6B-70 engine to the lightweight wedge-shaped Lotus 56, with sponsoring coming from STP. Here it is seen at its presentation at Hethel, with Graham Hill rolling out the car under Chapman's watchful eye.
The engine placement in the 56 was also offset – this time to the right, in order to make space for the 4WD drivetrain on the left – but this was covered up by the car's broad appearance. Front and rear suspension used inboard spings and dampers, while the cockpit had a very finished and modern look. Through a Morse chain the turbine's output shaft connected to a Ferguson centre diff behind the driver's left shoulder. This was a development coming over from Ferguson's road-car technology. The chain replaced the Paxton transfer gears, which had been the STP-Paxton's achilles heel.
But before the race was on, the team was struck by double tragedy. First, Jim Clark died at Hockenheim. And then Mike Spence, the BRM number two lured over by Chapman to drive the 56 at Indy, was killed in a practice crash.
It didn't stop the team's eventual driver trio from occupying the first two places and ninth on the grid, with Joe Leonard and Graham Hill upfront and Art Pollard on the fourth row. Although Hill spun into the wall on lap 111, the turbines looked all set for a reprieve of 1967, only to come in for more heartbreak right at the end. Having been through one caution period to many, the leading Leonard car broke a fuel pump shaft on lap 192, with Pollard's machine doing likewise only seconds later. What had happened? The drivers had been running at reduced power under yellow, and when they floored the throttle when the green was waved, the sudden load caused the extension shaft in the fuel pumps of both cars to snap. This was the result of Pratt & Whitney insisting on the heat-sensitive shafts carried over from their passenger aircraft engine technology. These would fail-safe under overheating and this proved their undoing during the yellow-flag periods. Before the race, this had been the subject of, let's say, intense discussion between Lotus and P&W, with the eventual compromise that Hill's car would run with a solid shaft and the two Americans' cars with the original ones. If only Hill had been running to the end…
So, another narrow miss, and yet the USAC rules committee stepped in again. They'd seen enough, the turbines had to go. In hot-blooded Italian fashion Granatelli started off a trial of lawsuits, which took the warring parties to the High Courts, with the sporting authority coming out unharmed for the plain reason that it chose not to follow the rules committee's lead of banning turbines outright. Instead USAC cunningly slammed another restriction on the turbines. Short from actually banning them this rendered them useless for any further attempts at winning Indy. At the end of 1969, the death knell was further tightened by USAC's ban on four-wheel drive, as this technology wasn't held to be "within the mainstream of automotive development". Oh, what poor vision… This meant an effective ban on turbines, too. This was precisely Granatelli's accusation of USAC – that they had banned 4WD as a front to get rid of the turbines. He was probably right.
Lotus 56B: Grand-Prix Swan Song
It was probably the form the 56s showed during the rest of the 1968 season – on USAC road courses! – that convinced Colin Chapman to give the 56 a try in the Grand Prix environment. Here, four-wheel drive was still alive, probably due to its lack of success in 1969. And so, after having emotionally dealt with the losses of Clark and Rindt, Chapman sprung a major surprise in 1971 by launching the Lotus-Pratt & Whitney 56B. Indeed, this was the turbine Indycar adapted to F1 regulations, with a 500-hp P&W STN76 engine.
It is said that the bulky 56B was only intended as a testbed for a sleeker turbine challenger to come in 1972, but the fact remains that Chapman's driver diplomacy went awry in the same fashion as in 1969, when his beloved Jochen Rindt had publicly decried the Lotus 63 4WD car. This time, it was Fittipaldi and Wisell who took every opportunity not to drive it. And why would they when they had a totally sorted 72, now at its peak, waiting for them? This resulted in young Aussie Dave Walker taking the role that John Miles was forced into with the 63 – a junior driver being thrown into the deep end of developing and debuting an unloved car based on a revolutionary concept.
Granted, the team's lead driver drove the 56B on its true debut, but this was a non-championship event that could be used for development without any harm. Moreover, Emerson left Brands Hatch seriously underwhelmed by the car's potential in the dry. This was borne out by Wisell's poor performance at Silverstone and by Fittipaldi at Monza, taking a black-and-gold liveried "World Wide Racing" 56B (the Italian investigation into Jochen Rindt's death still in full swing) to the only finish (8th) in its short career.
In Chapman's mind it was an opportunity wasted. He blamed the weight and complexity of the car and wanted to pursue a rear-wheel drive version. In other people's minds the wet-weather performances had all come because of the four-wheel drive, no thanks to the turbine. We will probably never know. In 1972 Lotus had a serious stab at the World Championship and all efforts were directed to helping Emerson win his first title. And so, Monza '71 was not just the last we'd seen of four-wheel drive in F1, it was also the turbine's grand-prix swan song.
8W, part of Forix.Autosport.com, is a motorsport history portal. The site covers the "drivers, cars, circuits, eras and technology that shaped the face, sounds and smells of motor racing." This story originally appeared on 8W in slightly longer form on May 19, 2003.
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DOYLESTOWN (PA) – Delaware Valley College racked up 623 yards of total offense, including 419 yards in a 42-point first half, as the Aggies cruised to a 63-3 home triumph over FDU-Florham in a Middle Atlantic Conference (MAC) game.
The 60-point margin of victory was the largest in school history for Delaware Valley as the four-time defending MAC champions improved to 2-2 overall and 2-1 in the conference. The Devils fell to 1-2 and 1-1.
Eight different players combined for the Aggies' nine touchdowns. Six of the nine scores came on the ground as Delaware Valley rushed for 380 yards on 45 carries (8.4 avg). Three quarterbacks took snaps and went a combined 18-for-23 for 243 yards and three touchdowns.
Delaware Valley found the end zone on all six of its first-half possessions, starting with a nine-play, 75-yard drive after FDU-Florham turned the ball over on downs. Kyle Schuberth ran for 17 yards on the Aggies' first offensive play and quarterback Aaron Wilmer capped the drive with a 12-yard touchdown run. Brandon Snyder booted home the first of seven extra-points for a 7-0 lead midway through the opening quarter.
The Devils went three-and-out and Delaware Valley followed with a 13-play, 56-yard drive that ended with a four-yard scoring run by Schuberth just three seconds into the second quarter. Shaquille Lee then intercepted a Mike Santos pass and returned it 17 yards to the FDU-Florham 21. Six plays later, Schuberth found paydirt again, this time from six yards out and a 21-0 Delaware Valley advantage with 12:25 left in the first half.
The Devils picked up their lone points on the ensuing possession as a 15-play, 61-yard drive culminated in Travis Mullen's 24-yard field goal with 7:23 on the clock. The momentum was shortlived as, on the first snap of Delaware Valley's next possession, freshman tailback Alquann Jones went right up the middle and raced 82 yards for a touchdown. It was the fourth-longest run in Aggie history and it gave the team a 28-3 lead with 7:04 remaining in the half.
Back-to-back touchdown passes by Wilmer upped the advantage to 42-3 at the intermission. The first was a 41-yard strike to Lewis Vincent with 3:20 to go and the second was a 12-yard toss to Chris Ruiz with 28 seconds left. The second score was set-up by a 44-yard bomb from Wilmer to Rasheed Bailey.
The offensive starters came out of the game after one possession in the second half, but the bench notched three touchdowns in the fourth quarter. The first came with 12:41 remaining as senior quarterback Michael Cattolico threw a seven-yard scoring pass to freshman Elonte Allen on a fourth-and-five play. Cattolico later snuck in from a yard out with 9:13 left on the clock and KaVell Jenkins busted loose for a 52-yard touchdown run with 5:54 to go. Bobby Worthington added the extra-point on the final two scores for the 63-3 final.
Schuberth paced the ground attack – 10 different players had a carry in the contest – with 115 yards and the two scores on 13 carries. Jones finished with six carries for 99 yards and a touchdown while Darren Parrott and Jenkins had 60 and 56 yards respectively.
Wilmer was nearly perfect on the day and, in fact, set a Delaware Valley single-game completion percentage record as he was 17-for-19 (89.5%) for 236 yards and two scores. Ruiz led all receivers with seven grabs for 90 yards and one trip to the end zone.
Defensively, Chad Wisniewski led the Aggies with eight tackles while Shawn Miller, Terrance Osborne and Dwayne Shaw added six stops apiece. Lee notched four tackles to go along with an interception.
Santos completed 13 of 26 passes for 99 yards for the Devils. Jon Bennett added 23 yards on five carries. Kevin Daly had four tackles, two sacks and a forced fumble for the defense.


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PRINCESS ANNE, Md. (AP) Kevin Mays had 17 points and seven rebounds to lead Maryland Eastern Shore to its first victory of the season, 58-53 over Delaware State in a Mid-Eastern Athletic Conference game on Saturday.
Francis Ezeiru, Troy Snyder and Ishaq Pitt had 10 points each for the Hawks (1-13, 1-2). Ezeiru also contributed nine rebounds.
Marques Oliver had 15 points and six rebounds for Delaware State (6-10, 1-1). He made nine of 10 from the line.
The Hawks outshot the Hornets from the field 43.3 percent (13 of 30) to 32.7 percent (16 of 49) and won the rebound battle 32-24. They made 30 free throws to 15 for Delaware State.
UMES led 25-18 at halftime and pushed the advantage to 39-24 on Donald Williams II's dunk with 15:19 remaining.
Delaware State, whose only league victory came against UMES, chipped away, but the final score was as close as it got.