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Long-Block Assembly Valvetrain Setup - Dyno-Might 440
Part 2: Checking Compression And Completing The Long-Block Assembly
If it were just opening new parts boxes and bolting-up the pieces, there would be no reason to call it engine building. Rather, it would be the simple task of engine assembly. Most of us who have a few years of wrench-turning under our belts are familiar with bolting together an engine assembly-especially with familiar mills such as our Mopar big- and small-blocks. Put together an engine in near stock form, and the process comes down to carefully assembling the pieces. The factory did the engineering homework, leaving us to make sure the package comes together according to the specs. Ditto for package combinations in various engine kits. The supplier (hopefully) has worked out the parts' combination, so all we need to do is screw everything together. Dip deep into a wide range of aftermarket catalogs and dream up a radical combination of your own, however, and the responsibility for making it work falls on your own shoulders. This is where the term "building" enters the equation.
The further away from stock form we go, the more keyed-in the builder has to be, not only to churn out mucho horsepower, but also to ensure that the thing will make it past the first turn of the crank.
Last month, we assembled our 440's basic bottom end. Although our bottom end included trick aftermarket Eagle rods and Arias pistons, that much of the job did not differ greatly from a stock rebuild. The clearances were set, and as long as the machinists did their job, we were home free.
This month, we will complete the lubrication system, the cam and cam drive, finish the heads, and set up the valvetrain. The question remained of whether we would assemble a fairly conservative package, or build something radical. As we weighed the possibilities, we decided to go radical. The goal-build as hairy a factory iron head 440 combination as we would dare, and cheat with every trick we know, so we could drive it on the street. Probably not "drive to the grocery store" street, but rather 8 inches of choppy vacuum at 1,100 rpm, four-speed, 4.56-geared; Cuda street. Yes, our 'Cuda would continually ask with its lopey idle, "Wanna drag?" We'll spill it all in the next few issues, and run a dyno test on this baseline package to show how we did.
The Heart of the Matter
OK, it's down to the brass tacks now-cam selection. No other component on your parts shopping list sets the scene in the same manner as the camshaft. The cam choice will largely define the running characteristics and temperament of the final engine combination. How much power that can ultimately be produced, as well as the rpm capabilities of the engine, will be made or broken by the cam selection.
For the big-block Mopar, there are three choices-flat tappets in either hydraulic or solid, or solid roller. Each of these has its advantages and disadvantages relative to one another, but for ultimate power production, there is really only one choice-solid roller.
With the solid roller getting the nod in the cam department, it came down to specifying a bumpstick for the task at hand. We wanted to get more scientific in our selection process, rather than flipping the pages of various cam manufacturers' catalogs. We turned to a relatively new service in the aftermarket industry, Cam Masters (see sidebar "Cam Do It," p. 45), to run the numbers.
Having the numbers, in terms of overlap, duration, lift, lobe separation angle, and installed centerline is only part of the picture. Actual lobe design and dynamics play a vital role in determining valvetrain stability and longevity. Cam Masters does not grind the cams, but at the back of every manufacturer's catalog is the lobe specifications section.
Generally neglected by the weekend warrior, these are the pages where the top level professional engine builders mine for info in selecting lobes to build custom cam combinations. We dug into the roller cam lobe specs section of the Competition Cams catalog to find our lobes. To gain longevity, we were after lobes with less aggressive dynamics than the Pro drag racing designs, but much hotter than a typical street roller. So, we focused our attention on the endurance race oval track lobes section.
On the intake, we went with the NC series 4149-a Busch Grand National oval track lobe-which is super-aggressive on the opening and easier on the closing. Specs come in at 292 degree-rated duration (260 at .050 inch) and a lobe lift of .421 inch. With the recommended lash of .024 inch, that results in a theoretical valve lift of .650 inch with a 1.6:1 rocker. On the exhaust side, we chose Competition Cams' High Tech .420-inch Exhaust Series, again an oval track lobe, designed to be easier on the valvetrain than Comp's most aggressive designs. Specs on the exhaust are 296 degree-rated duration (258 at .050 inch) and a lobe lift of .420 inch, giving a theoretical lift of .646 inch with 1.6 rockers. As spec'd out by Cam Masters, the lobes were ground 107 degrees apart. There's no way we are claiming maintenance-free 100,000 mile reliability with these radical lobes, but with careful attention to keeping the valvetrain weight to a minimum, and holding spring load as light as possible, consistent with proper control, we expect to achieve respectable life.
Backing up our roller cam, we went with Comp's PN 829 roller lifters. Although Comp lists lifters for the 440 in various pushrod heights-even some with offsets for increased pushrod-to-head clearance-the standard height, non-offset PN 829s are ideal for our iron-head 440. Built with a roller wheel made from an exotic steel nickel alloy of a much higher grade than the ball bearing steel commonly used, we weren't worried about durability in our application. The Comp lifters have been proven in full race engines at 10,000-plus rpm with valve-spring pressures of as much as 1,000 psi over the nose. If they can live under that kind of punishment, handling the requirements of our 440 should be child's play.
Max Gain Valvetrain
Although we respect the stock, Chrysler-stamped steel rocker system with moderate hydraulic cams, we had already gone off the deep end in terms of cam selection, so there was no looking back when it came time to select the balance of the valvetrain. It's a fact that intake flow is the limiting factor in producing a max power 440 when using factory cast-iron heads. Even with our best ported heads (see "Going With the Flow, Part 2," Feb. '99) moving 34 percent more air than stock, extracting as much horsepower as we can depends on packing the largest charge possible into the cylinder. The most obvious way of doing this is to open the valve longer by adding cam duration. Our cam, within a 292 degree-rated duration, pushed the valve events as radical as we dared go, and beyond. Drag race rollers could be had to push this duration up another 20-plus degrees if you please, and make more high-rpm power, but power would just begin to turn on at a stock 440's redline. The alternative is to open the valve as fast and as far as possible in the 292 degrees we chose.
While some competitive engines were factory fitted with higher ratio rockers, Mopar big-blocks were factory fitted with 1.5:1 rated rockers. This combo worked well with the stock head and cam combination. With our modified heads producing excellent flow in the high-lift range, getting airflow there fast would pay off in horsepower.
To fire the valve open as quickly and as far as possible, we went to Comp's 1.6:1 shaft-mounted, aluminum roller rocker kit. With the radical roller cam, anything less than a needle bearing fulcrum to handle the required spring loads, and the roller tip-to-control guide wear just wouldn't cut it. The Comp kit contains shafts hardened to 57 on the Rockwell scale (stock shafts are a no-go), and the required spacers. The stock hold-downs are modified and reused, or, if you're handy, machine your own billet versions.
Valvespring choice, as previously mentioned, was a critical decision point, in terms of balancing the control of high spring loads with the longer cam and valvetrain life of a lighter spring. Generally, the recommended valve springs are spec'd to handle the maximum rpm a given lobe is likely to encounter. Although we were using radical oval-track lobes, our iron-head 440 will never come close to the 9,000 rpm for which these spring combinations are spec'd. With a maximum anticipated engine speed of 7,000 to 7,500 rpm, based on our airflow and engine displacement, we calculated a more livable spring rate of 180 psi seat pressure, and 480 psi over the nose would do the job. This also would dramatically increase the valvetrain life. Again, the Competition Cams catalog was tapped, and its PN 953 dual-valve springs were ordered.
Reliably putting a lid on a spring for high-rpm duty required a top-quality retainer. Since we wanted to minimize the valve spring pressure, lightening up the valvetrain was one of the major criteria. Light, yet strong, titanium retainers fit these requirements perfectly. We went with Comp's premium lightweight PN 720 Timetal 62 alloy 10-degree retainers. Locking them to the valve, we specified the 10-degree Superlocks, which are available with a specially machined recessed groove for increased clearance to the lash caps. All in all, it was a bulletproof combination.
Rounding out the valvetrain are the pushrods. In a highly modified engine, the chances of the required pushrod length being the same as stock are slim to none. With Comp's adjustable roller rockers, a pushrod with a cupped seat at the rocker, and a ball end at the lifter is required. For stock or mildly modified engines, Comp lists replacement pushrods by application. In the case of modified engines, factors such as block and head deck height, rocker arm design, cam base circle diameter, lifter pushrod seat height, and valve stem length all affect the required pushrod length. The best approach is to purchase a special adjustable length pushrod from Comp, and then determine the required length on the engine for the best geometry. We set our engine up with an adjustable pushrod, and mailed it over to the guys at Comp Cams for sixteen custom ones made to the same length. Comp stocks a wide range of pushrod lengths off the shelf, or they will build them to specs to match your combination. To keep the theme of a lightweight valvetrain, we went with Comp Cams' 31/48-inch Lite Hi Tech .065-inch wall pushrods. Made from super strong 4130 steel hardened to over 60 Rockwell, these pups are good for 9,000-plus rpm-totally worry-free in our 440.
Driving It
The cam can't do its job unless it is effectively hooked to the crankshaft. In a stock rebuild, cam drive considerations are fairly straightforward-just pick the chain drive of a quality that suits your performance level and wallet, bolt it in, and go. With our roller cam and our intended initial dyno mule application, we had a few extra considerations. A flat tappet cam has a taper built into the cam lobes, which provides a slight rearward force on the shaft, and keeps the cam in contact with the thrust face between the block and cam gear. With a roller cam's flat interface at the lifter's contact, this force is no longer there, meaning some method must be employed to keep the cam from sliding forward out of position. The usual approach is to use a thrust button or roller at the nose of the cam, and, if the stock timing cover is used, the face should be reinforced to eliminate flexing of the thin, stamped cover.
Since we could foresee testing cams in future dyno evaluations, we wanted a drive system that provides absolute dead-on valve timing accuracy, easy cam phasing adjustment (advance/retard), and easy access to the cam while valuable dyno time is ticking. The only drive system we know of for the Mopar big-block that provided all these requirements, and has an advanced thrust control system built in, is the Milodon Pro Gear Drive.
Basically the same system, which is the standard in top drag classes, the Milodon drive is a single idler system, with its fixed idler running in a sturdy aluminum cover. This setup is the real thing-a far cry from the cheaper, floating dual-idler geardrives. With a single fixed idler, the gear lash is precisely set, minimizing timing irregularities. It's a fact of life that even the best chaindrive systems will stretch over time, changing and varying the cam timing. With the Milodon drive's hardened gears, once the timing is set, it's set to stay.
With Milodon's geardrive, a separate O-ringed camshaft cover plate allows access to the cam without the usual drill of pulling the damper and disturbing the gasket seal at the oil pan when pulling the timing cover. By simply removing the access cover, the cam can be removed, or the cam phasing adjusted by means of the drive's Vernier two-piece cam drive gear. Behind the cam gear is a needle-roller thrust-bearing pack, and at the front, a thrust face is built in, holding the cam in position. The whole package is a bolt-in deal, requiring only that the front-block dowel pins be redrilled to set the clearance between the gears. The only caveat is that the added thickness of the aluminum cover means the water pump must be spaced out about .200-inch (spacers are part of the kit) for clearance. This means the stock water pump pulley will no longer line up. Sure, it'll give us that distinctive "come and get me copper" geardrive whine, but that's music to our ears.
Lube It Or Lose It
Last month, we detailed our lubrication plan, and modified the stock internal block passages leading to the new Milodon high-volume pump. With the front cam drive and cover installed, we were ready to button up the bottom end. We weren't straying too far from factory issue in the lubrication system, shying away from exotica such as external pump feeds or swinging pickups. Putting a lid on the lubrication system came down to a windage tray and pan selection. We went with the Milodon tray. Similar in concept to the excellent factory offering, this tray offered more complete coverage of the spinning crank at the front of the crankcase, and two more rows of louvers/baffles to aid in drain-back.
With that part complete, it was just a matter of choosing a sump for the task at hand. Hard-learned lessons have taught us that any kind of potential for street use virtually excludes the traditional drag race asphalt plows. The Milodon wide sump street pan fit our need for increased capacity, with much less of a penalty in terms of ground clearance than a full deep sump, drag-type pan.
While thumbing through the Milodon catalog, we spotted a nifty adjustable oil pump pressure regulator, which we couldn't resist. It allows the dialing-in of the oil pump relief valve with a turn of an Allen screw.
Head Games
If you followed our series on porting Mopar big-block heads, you've got a handle on the porting tricks we employed. For our initial dyno testing, we are running a set of 915s, ported exactly as described in "Going With the Flow, Part 2," (Feb. '99). We chose the 915s, which share the same basic intake ports as the 906, because they are the only late-model heads that offer the combustion advantages of closed chambers as described in "Going With the Flow, Part 1" (Jan. '99).
To recap, getting big improvements in high-lift flow from the 915/906 intake is no picnic. We found the later 346-452 heads to be much more responsive to porting and large valve modifications on the intake port. Unless the earlier head is precisely reworked-preferably with a flow bench at hand-the modified smog heads will outflow them hands down. Ultimately, we were able to best the late castings with the early port (albeit with much more development time on the flow bench) by close to 6 percent at max lift. For us, it required more than twice the porting time just to equal the flow of the ported late casting, and four times the porting time and constant progress checks on the bench to gain that 6 percent edge. Our ported 915s moved 34 percent more air at max lift than the stock port, with no welding, brazing, sleeving, or epoxy.
The exhaust valves on our test heads are common oversize replacement Manley units in a 1.81-inch diameter, modified with a radius margin for better flow. On the intake side, things are a bit more unconventional. Looking at the heads, flow guru David Vizard's first question was, "What size valves are you running?" "2.14," we told him, "it's what everyone runs." The next question was, "Why? It looks like a 2.25-inch valve would drop in." After the ensuing session at the Serdi seat machine for a 30-degree seat in the 2.25-inch diameter, we were testing the head with a Hemi-sized 2.25-inch valve (a big-block Chevy unit). Top-end flow picked up a few cfm, but lift from right off the seat through the mid-lift ranges was fattened up over our already great numbers by up to 10-12 cfm.
We arranged for Manley to make us a custom set of cut-down big-block Chevy 2.25-inch valves, with the keeper groove at the stock Mopar height. A peculiarity in valve manufacturing is that the tip must be indivi-dually hardened to a much higher level than the rest of the valve to withstand the rocker's action. Our special cut-down and regrooved valves from Manley would, of course, lose the hard tip, which is not a problem if a lash cap is installed. We ordered the semicustom valves with a tip length .080-inch shorter than a stock Mopar valve, so we would have a stock length with a .080-inch-thick lash cap in place. With the improved low to midrange flow, we set up our test 915s with the custom 2.25-inch Manleys.
Ironically, after slaving over the math to determine if the .080-inch-shorter tip length would enable the lash caps to clear the Comp Cams locks with the recessed lash cap groove (it's quite close), we found that the added .080-inch lash cap thickness actually would have worked fine with a stock-length tip when using the Comp rockers (the geometry is actually slightly better). Next time, we'll specify the standard tip length and run lash caps on the intake and exhaust.
The Manley 2.25-inch valves feature an 111/432-inch stem diameter, which reduces weight and assists us in our goals toward a lightweight valvetrain. The exhaust valves are standard 31/48-inch stem units, which actually is a benefit for critical heat dissipation in an exhaust valve. The guides were replaced with corresponding 111/432-inch silicon bronze inserts on the intake, and 31/48-inch inserts on the exhaust. With extremely high-lift cams, a top-quality guide insert is mandatory, if any reasonable guide life is to be expected. For longevity, forget about cast-iron guides. Our silicon bronze guides were sourced from APT. Rounding out the head mods, the spring seats were machined to take the dual valve springs, and the guideboss cut down for positive stop guideseals (a must for oil control with the high-vacuum Total Seal rings installed previously).
Measuring Up
We were straying fairly far from the way Chrysler originally assembled the 440, so we had to perform a wide range of critical measurements to ensure that it would all work. Piston-to-head clearance, valve-to-piston clearance, pushrod length, and valvetrain geometry are some critical checks to be made. A mistake in these areas can mean disaster.
Another measurement that should not be overlooked is the actual compression ratio. A wide range of possible chamber volumes, block-deck heights, gasket thickness, possible piston modifications, and a host of other variables will affect the compression ratio. Piston manufacturers will toss a number out there, based on their own assumptions of values for those variables. This generally can serve as a ballpark guide, but will not necessarily give the ratio for your own combination. Throw in various widely published chamber-size specs, usually not production based, but theoretical drag racing NHRA minimum volumes, and it's easy to be totally off when estimating the ratio.
The only real way to figure the ratio is to measure it. The accompanying photo captions detail the setups we used for the various measurements, but how do you get the ratio? You've gotta do the math. If the word "pi" makes you wince, find a buddy who paid attention in high school math class. The basic formula for compression ratio is:
Total volume above the piston at BDC
Total volume above the piston at TDC
Total volume above the piston at TDC includes the chamber volume, gasket volume, piston deck clearance volume (which can be positive or negative depending on the compression height), minus any piston dome, or plus any dish. Some of these volumes (regular shapes) can be calculated from measurement, while others (irregular shapes) are best measured by displacement (CCing). We cover the procedures we used in the accompanying photo captions.
To get the total volume at BDC, add the swept volume (volume created by the area of your bore times the stroke) to the volume figured at TDC. Divide the number at BDC by your TDC figure, and you've got your ratio. Ours worked out to 12.66:1.
Cam Do It
Wouldn't it be great if we had an expert engine builder on hand each time we built an engine, carefully considering our individual parts combination, and coming up with an appropriate cam to get the job done? Unfortunately for most of us do-it-yourselfers, hiring a top pro to select our cam is virtually a pipe dream-until now.
Thanks to Cam Masters-which has developed a program based on sophisticated computer modeling-for less than $30, custom-tailored cam selection now is within easy reach of the average enthusiast.
Taking into account individual variables for your specific engine, such as compression ratio, bore, stroke, valve sizes, rod length, cylinder head flow curve (if available), rocker ratio, and planned fuel octane, you select the application of how radical you want to go, and the Cam Master program will deliver custom specs for your engine. The selection of performance level is overlap-driven, since after all, overlap is the biggest factor in how radical the combination will idle. We chose a hot street/strip grind (70-90 degrees of overlap in the Cam Masters model), and the Cam Master program worked out the optimal duration for the intake and exhaust lobes, lift, overlap, and the all-important lobe separation and installed centerline angles.
Cam Masters does not grind cams, but based on the specs the company calculates, it will find the closest match in an off-the-shelf grind from its extensive database of the leading manufacturer's cams, or point you to the correct lobes if a custom grind is desired. The program also will provide the part numbers for a matched set of components to complete the valvetrain. Cam Masters is a Warehouse Distributor for many of the major cam manufactures, so you can have the cam ordered with a single phone call, or take the numbers and go shopping yourself.


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DAVOS, Switzerland – The crisis mood is gone, but that doesn't mean you can slip back into your old ways — that's the message from top international finance officials wrapping up the World Economic Forum in Davos, Switzerland.
They warned governments Saturday against letting their relief over an improved economic climate turn into complacency over reforms many want to see in order to sustain a still-uncertain recovery.
"Do not relax," International Monetary Fund head Christine Lagarde urged at a closing panel on the economic outlook.
She said the IMF outlook for a "fragile and timid" recovery depended on officials in the powerhouse economies of Europe, the U.S. and Japan making "the right decisions."
Her comments came at the end of the gathering of 2,500 business, financial and political leaders that took place in a more upbeat atmosphere than last year.
Fears over the breakup the euro currency union have abated, while the U.S. has avoided the so-called "fiscal cliff" of automatic tax increases and spending cuts that threatened to push the world's largest economy back into recession.
With those bullets dodged, there are fears that governments may ease up on the measures to improve growth and reduce debt that many institutions such as the IMF are calling for.
The IMF estimates that the world economy will grow about 3.5 per cent this year, modestly better than last year's 3.2 per cent. Yet the improvement is uneven. The eurozone and Japan are in recession, but the U.S. is growing, and emerging economies such as China are expanding much more quickly.
The developed world is still recovering from the shock of the financial crisis, which began in 2007 when U.S. banks revealed heavy losses related to mortgages handed out to people with shaky credit. With banks around the world teetering, the world economy slid into deepest recession since World War II and the recovery since has been unspectacular.
Like last year, Europe and specifically the debt problems of the 17 European Union countries that use the euro, was a key focus in Davos.
Lagarde said officials in Europe have to see through reforms to prevent failed banks from adding to government debt through bailouts. Progress towards a "banking union" that would impose tougher, centralized supervision of banks to ward off failures and bailouts has been slow.
Lagarde said the eurozone was still in "a very fragile situation" that was made more risky through a slow decision-making process and occasional backtracking on initiatives.
In addition, she said U.S. has to sort out its budget dispute between Congress and President Barack Obama. Up against a New Year's deadline, the two sides put off much of their dispute for a few months.
"Good decisions have been made," she said. "Sometimes at the last minute, as in the United States, sometimes laborious and confusingly as in the eurozone," she said. "In 2013 they have to keep up the momentum.
Angel Gurria, the secretary general of the Organization for Economic Cooperation and Development, echoed Lagarde, saying "let's fight complacency with everything we've got, let's continue with the reform process so we can consolidate this hesitant recovery."
Akira Amari, Japan's minister of economic and fiscal policy, underlined the determination of the newly elected government of Prime Minister Shenzo Abe to jolt the country's economy out of its stagnation.
And the head of Canada's central bank, Mark Carney, said the world's major economies, so far supported by central bank stimulus such as low interest rates, needed to "achieve escape velocity" in which growth becomes self-sustaining. Carney, who is due to become governor of the Bank of England in June, said the eurozone had been stabilized by an offer by the European Central Bank to buy government bonds of indebted countries and lower their borrowing costs.
Yet Carney said the ECB move was "crucial but not decisive" without progress on banking union and reforms to increase growth.
He said policy makers "have to finish the job they have started."

subset: commoncrawl


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TRENTON, N.J. (AP) — New Jersey lawmakers are set to consider a bill that would allow people who are in the country illegally to qualify for in-state tuition rates at state colleges and universities.
The Assembly Budget Committee is set to consider the measure Monday. It would take effect beginning in the fall semester.
To be eligible for in-state tuition, a person must have attended a New Jersey high school for at least three years and have a diploma from a state high school or the equivalent.
To qualify, they must also file an affidavit stating they've filed or will file an application to legalize their immigration status as soon as they're eligible to do so.
The bill's sponsor says the measure aims to provide young people with an opportunity for higher education.
(Copyright 2013 by The Associated Press. All Rights Reserved.)
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Manufacturers are creating new jobs at the fastest pace since May, 2011, after figures showed the sector maintained its improvement last month.
February's reading of 56.9 for the closely watched CIPS/Markit purchasing managers' index (PMI) survey - where the 50 mark separates growth from contraction - was better than the 56.6 seen a month earlier.
Levels of production and new business rose at an above-trend rate, which filtered through to the labour market, with jobs creation at a 33-month record.
The better-than-expected result marks a return to form for the sector after a slight dip in the reading for January.
Maintaining the performance will be a key factor in rebalancing UK growth away from the consumer and financial sector towards investment and exports.
Despite the impact of flooding on large parts of the UK, the strengthening domestic market was the primary driver of the manufacturing recovery, with an 11th successive monthly rise in production volumes.
New export business also posted a solid gain in February, although the rate of increase eased from January's near three-year record. Manufacturers reported improved inflows of new work from clients worldwide, including Europe and China.
Underpinning the rise in employment were signs of strain on the capacity of some firms, reflecting a slight gain in backlogs of work during the month.
Markit senior economist Rob Dobson said the survey pointed to another quarter of robust economic growth in the first quarter of the year.
He said: "The manufacturing PMI ticked higher in February to provide welcome reassurance that the sector has weathered the storms and flooding in parts of the country during the month. Growth of production and new orders lost only a little momentum and are still rising at above trend rates."
Input prices showed no change, giving factories some breathing space to increase their selling prices and allowing them to catch up on profitability, today's report added.
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Prove that the square root of all non-square numbers $n \in \mathbb{N}$ is irrational
I have made an attempt to prove this, I don't know if it's correct though:
Take a non-square number $n \in \mathbb{N}$, and we'll assume that $\sqrt{n}$ is rational.
$\sqrt{n} = \dfrac{p}{q}$ , $p,q \in \mathbb{N}$ and they have no common factors.
$$nq^2=p^2$$ Lets say that $z$ is a prime factor of $q$, it must also be a prime factor of $q^2$. However, it then must ALSO be a prime factor of $p^2$ because of the equality above, and this is a contradiction.


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Starting Position:
Sit on the stability ball with your feet flat on the floor. Slowly begin walking your feet forward as you tuck your tail under. Lower your spine onto the ball as you walk your feet away from the ball. Continue lowering until your shoulders, back and tailbone are resting on the ball. Feet should be parallel and shoulder width apart. Knees are bent to about 90 degrees. Distribute your weight evenly through your feet. Your mid-back should be positioned on the top of the ball (at 12 o'clock) and your hips should be positioned at 2 o'clock.
Place your hands behind your head, squeezing your shoulder blades together and pulling your elbows back without arching your low back. This elbow position should be maintained throughout the exercise. Keep your head aligned with your spine, but allow your chin to tuck slightly during the upward phase of the exercise.
Upward Phase:
Exhale. Engage your abdominal and core muscles. Tuck your chin slightly toward your chest and slowly curl your torso toward your thighs. Since the abdominal muscles attach the rib cage to the pelvis, your movement should focus on pulling these two body parts closer together. Try to keep the neck relaxed. Your feet should be firmly planted, and your tailbone and lower back should remain in contact with the ball at all times. Continue to curl up until your upper back is off the ball. Hold this position briefly while maintaining your balance.
Downward Phase:
Gently inhale and slowly uncurl, lowering your spine back towards the ball in a controlled fashion. The feet are planted, and your tailbone and low back stay connected to the ball.
Should balance prove to be a challenge, widen your base of support by moving your feet apart. As you improve your balance skills, increase the balance challenge of this exercise by reducing your base of support and moving your feet together.
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|5.3L 8 Cylinders
|Stock Number
|Drive Train
|Rear Wheel Drive
|Truck Bed Length
|69.33 in at the floor level
|Truck Bed Width
|64.6 in at the floor level
|2WD Crew Cab 143.5" LTZ w/1LZ
|Horse Power
|355 hp @ 5600 rpm
|383 lb-ft @ 4100 rpm
|14335 Inwood Rd, Dallas, TX 75244
|Today's Price
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From: Wednesday 26 February 2020
At: 1pm - 3pm
Where: Ifield Community Centre, Ifield Drive, Ifield, Crawley, RH11 0HD
Weekly sequence dancing sessions led by a qualified instructor.
Whether you just love to dance and would like to learn sequence dancing or improve your technique and learn more steps, this could be just the opportunity you've been waiting for.
You can come with or without a partner and there will be a tea break half way through the class.
Cost: £2 per class
Disclaimer: Cancellation policy.On occasions classes do have to be cancelled at short notice. You can find out if your chosen class is cancelled by calling 01293 438160 before you leave home. The automated message will let you know if any of our Crawley Wellbeing classes are cancelled for that day.
We aim to provide up-to-date and accurate information, but we will not accept liability for the accuracy or currency of the information provided by third parties. Listings of events on our website should not necessarily be taken as an endorsement of that event. See our disclaimer statement for further information.


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Ride In 7/23: Womp Womp
Standard route to work. Easygoing on East Capitol and I think the light sequence changed and it was much easier to progress from 11th street to 3rd street and I hope that this is some kind of permanent adjustment as it will shave 20 seconds off my total trip and I'll own so many Strava segment KOMs now.
Down and around the Capitol and down Pennsylvania and over to 11th. A few bicyclists out, but not as many as I would have thought. No taxis making u-turns, so that's something.
An steady ride up 11th with many bicyclists streaming in the opposite direction. 11th should be repaved. It's sort of horrible. I've been on gravel paths that ride smoother. I don't know why we accept crappy roads as if they're divinely ordained.
11th to R and then quintuple-shoaled at R and 15th. That means that five bicyclists rode in front of me as I stopped at the light. At least three or four of them proceeded to ride through the red light. Personally, I don't care very much about cyclists running red lights. I am also not offended by people who elect to jaywalk. Do what you want, live with the consequences. When I drive, I don't believe that I'm being judged when the driver in front of me decides to speed, so why would I think this kind of "logic" applies when I'm on my bike? What I do find annoying, however, is getting passed by people who are unable/unwilling to ride as fast as I would prefer, at which point I have to pass them. I've yet to be shoaled by a person on a Bikeshare bike who was able to maintain an adequate speed that I wasn't able to pass him a block or so later. The guy who shoaled me today then decided that he would make a left turn from the right-side bike lane, cutting me off as I rode in the travel lane. I likewise found this irksome. Some gentle suggestions:
1. Pass only while moving
2. Pass only if you believe yourself capable/desirous of maintaining a speed of travel faster than the person you've just passed.
3. Try not to pass someone if you're just going to end up stuck in front of them at the next red light. This just seems awkward and invites shoaling.
4. Ignore these suggestions if you don't like them and do whatever you want anyway.
5. Watch baby penguin videos.
I feel like this blog post has been very dour and unfun. My apologies. What isn't dour and unfun is riding your bike, so do that maybe. Like as a palette cleanser. Bike commuting can be the pickled ginger of your day.
8 comments:
- AnonymousJuly 23, 2012 2:08 PM
If I hadn't been wearing a helmet, there'd be Sam brain residue on Maryland Avenue NE, near the intersection with 14th Street. So long as the helmet doesn't interfere with the cyclist's field of vision, it's a mandatory piece of safety equipment in my opinion. It's also not about the cyclist being safe, it's about bad drivers not paying attention, why not protect your head, if even marginally? -@SamuelMooreReplyDelete
Not carzy about helmets myself. Started wearing one when I had little kids. Now it feels odd when I don't wear one, like not wearing a watch, which come to think of it I stopped doing a couple of years ago.ReplyDelete
On the shoaling thing, I think we need a poll to detemine what is the most annoying thing about DC biking. Shoaling. Bollards. U-turning taxis. The mayor (any mayor will do). The Rosslyn Circle of Death. Slippery wooden bridges. Trolley tracks.
- AnonymousJuly 23, 2012 2:48 PM
6. Make any intentions clear and audible... Signal, and say "on your left" or something, anything... Sorry to post another comment, don't want to monopolize the comment area. -@SamuelMooreReplyDelete
- AnonymousJuly 23, 2012 3:08 PM
I have a friend who works with head injury patients, she scared the bejeebies out of me regarding the damage just a minor head on concrete incident can do. I don't leave my house on my bike without one. Even when I plan on taking CaBi I have a helmet with me. However, I don't judge those who choose not to wear one, every adult should make their own decision.ReplyDelete
I usually wear a helmet...doesn't bother me and provides some peace of mind even though I know the odds of sustaining a blow to the head are extremely slim.ReplyDelete
Also, my understanding of the current helmet research is that there is no correlation between helmet use and reduced injury rates. What there does seem to be, however, is a negative correlation between mandatory helmet laws and bicycle use (see bikesharing in Melbourne)...a large body of doctors, based on this research, has adopted the view that the health benefits of cycling outweigh the potential risk of a head injury...thus we shouldn't have helmet laws.
This may be one of the few issues on which I generally agree with Grant Petersen...scary.
I always wear a helmet. And normally a do-rag as I am bald, and don't want weird suntans. I had a friend that mountain biked helmet-less. He argued that it was his choice. I countered that once he was dead, he wouldn't be the problem. It would be his mom or other family member that would sue the un-safe park. Then we'd all suffer, because the park may close in retaliation. He persisted, and I don't ride with him any longer.ReplyDelete
Just found your blog through GGW and am loving it. Shoaling. So annoying. I am usually on a CaBi and I wear skirts and dresses. Also, I am short. So I get shoaled at every damn light. Hint: if I passed you going up the 15th St cycletrack between Penn and New York, I'm probably going to pass you again before M. And again after Mass. So really, after being humiliated the first couple times, wouldn't you stop doing it?ReplyDelete
If it is necessary to pass after the light (and I know the timing of all the lights on my commute--you gotta HIT IT after Mass if you want to make it through Rhode Island, and if you keep it up you can make it through P, too) by all means, pass me. But pre-emptively passing me is going to end in getting smoked by the tiny girl in the skirt on the 40 pound 3 gear bike 4 times out of 5.
Thank you for letting me share this (somewhat unexpected) rant. I feel better.
@slapdash- thanks for reading and thanks for the comment! The psychology of shoalers is just one of life's greatest mysteries. I alternate between being utterly obsessed with their motivations and utterly motivated to ignore their obsession of passing stupidly. It'd probably be better if I just ignored it, but biking is all about the tremendous feeling of unfettered freedom and having someone obstruct you in a kind of passive-aggressive way is very much antithetical to that.ReplyDelete


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@2020 Cox Enterprises, inc
ATLANTA, Feb. 11, 2014 /PRNewswire/ -- In support of Safer Internet Day, a survey released today by Cox Communications and the National Center for Missing & Exploited Children says despite online bullying (also known as cyberbullying) being a serious concern for teens and their parents, many teens are not telling their parents about their experiences.
Key trends among the teens surveyed include:
The survey results offer insight regarding the pervasive role the Internet plays in our daily lives.
Also, teens are sharing personal information or potentially inappropriate content online, including photos (73 percent), phone number (21 percent), curse words (21 percent), physical location (19 percent), address (12 percent) and sexual comments or pictures (five percent).
Cox is committed to encouraging safe and healthy online behavior among youth. With mobile devices providing a gateway to the Internet, teens are constantly connected — and therefore increasingly vulnerable. We hope these insights will help to educate adults on ways to protect children from potentially dangerous or hurtful interactions.
"The most helpful way to address online safety and bullying is through open communication with children about these issues," said John Ryan, NCMEC president and CEO. "That's why we were encouraged that more parents are having these conversations. By keeping an open dialogue, parents can increase the likelihood that their children will come to them when something makes them uncomfortable online."
According to the survey, 84 percent of parents of teens surveyed nationally have talked to their children about online safety at some point, and 77 percent have talked about Internet safety within the past year. This is a significant improvement when compared to Cox and NCMEC's 2005 survey which found less than 25 percent of parents were talking to their teens about Internet safety.
Teens are talking about online safety as well. During an online bullying roundtable with youth across the United States, teens shared their experiences and offered solutions for how they can address these issues in their communities. The roundtable was held in partnership with Characters Unite, the USA Network's award-winning public service program.
Like most Internet service providers, Cox Communications offers a variety of resources to keep families safely connected:
Note to journalists and bloggers: Additional graphic resources available at http://www.myaxiscox.com/Infographics/.
About the National Center for Missing & Exploited Children The National Center for Missing & Exploited Children is the leading 501(c)(3) nonprofit organization working with law enforcement, families and the professionals who serve them on issues relating to missing and sexually exploited children. Authorized by Congress to serve as the nation's clearinghouse on these issues, NCMEC operates a hotline, 1-800-THE-LOST® (1-800-843-5678), and has assisted law enforcement in the recovery of more than 193,000 children. NCMEC also operates the CyberTipline, a mechanism for reporting child pornography, child sex trafficking and other forms of child sexual exploitation. Since it was created in 1998, more than 2.2 million reports of suspected child sexual exploitation have been received, and more than 105 million suspected child pornography images have been reviewed. NCMEC works in partnership with the U.S. Department of Justice's Office of Juvenile Justice and Delinquency Prevention. To learn more about NCMEC, visit www.missingkids.com. Follow NCMEC on Twitter (@MissingKids) and like NCMEC on Facebook (Facebook.com/MissingKids).
About Cox Communications Cox Communications is a broadband communications and entertainment company, providing advanced digital video, Internet and telephone services over its own nationwide IP network. The third-largest U.S. cable TV company, Cox serves approximately 6 million residences and businesses. Cox Business is a facilities-based provider of voice, video and data solutions for commercial customers, and Cox Media is a full-service provider of national and local cable spot and new media advertising.
Cox is known for its pioneering efforts in cable telephone and commercial services, industry-leading customer care and its outstanding workplaces. For seven years, Cox has been recognized as the top operator for women by Women in Cable Telecommunications; Cox has ranked among DiversityInc's Top 50 Companies for Diversity eight times, including the last seven years. More information about Cox Communications, a wholly owned subsidiary of Cox Enterprises, is available at www.cox.com and www.coxmedia.com.
SOURCE Cox Communications
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Fall Festivals in New Orleans : September
In New Orleans, fall, like spring, is festival season. After a long and hot summer, we are anxious to get outside and enjoy the weather as it turns crisp and cool . To take advantage of this temperate perfection while it lasts, we find a reason … Continue reading


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I want to wish everyone a very successful year for genealogy in 2012. I took some time off from blogging this fall as I am pregnant with my third child. My family is very excited to welcome a new baby girl in April.
Genealogy education is still very important to me and so I will resume blogging and posting important announcements in this area in 2012. I look forward to sharing ideas and opportunities with you.


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May 24, 2019
In-house counsel from FIFA and Visa shared their strategies for IP management in advertising campaigns and debunked myths around use of images
December 03, 2018
Managing IP rounds up the latest patent, trade mark and copyright news
November 28, 2018
Managing IP reveals our pick of the people driving intellectual property law, policy and business this year. Read the full list here
May 30, 2018
Lucy Songi speaks to leading female practitioners from De Clercq & Partners, Properta Attorneys, Spoor & Fisher and Gowling WLG about their experiences in IP and advice for women considering a career in this field
April 26, 2018
Managing IP presents this year's leading female intellectual property practitioners, according to IP STARS research
March 09, 2018
The EMEA Awards Dinner was held at The Savoy in London on March 8, and recognised the best intellectual property firms in 25 countries and by region
February 01, 2018
Managing IP is pleased to reveal the first set of results of the research for the 2018 edition of IP STARS. Here, we present the leading firms for trade mark work in more than 80 jurisdictions
June 08, 2017
Awards co-sponsored by the GACG Network and Managing IP were presented at a World Anti-Counterfeiting Day ceremony in Paris, Kingsley Egbuonu reports
May 23, 2017
Managing Intellectual Property IP STARS has published its annual list of the leading female IP practitioners in private practice
May 22, 2017
Trademark practitioners should take bold steps to become stewards of the brands they advise because consumers, brands and communication channels have evolved, INTA President Joseph Ferretti said at the opening ceremony of the 139th INTA Annual Meeting
March 15, 2017
85 awards, including for corporate social responsibility and in-house achievement, were presented at Managing IP's 12th Global Awards dinner at The Savoy in London last week. The photos from the event have also been published
March 10, 2017
The Global Awards Dinner was held at The Savoy in London on March 9, with 300 guests from 89 firms and 44 countries
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Jennings opts for surgery
GREEN BAY, Wis. — Greg Jennings spent last Sunday's game in St. Louis on the sideline, where he's spent the majority of the season as a spectator rather than contributor because of a lingering groin injury.
But when the victory had been secured and the post-game pleasantries had been exchanged, the Green Bay Packers two-time Pro Bowl wide receiver made a bee-line for the locker room, perhaps not in a full-out sprint but definitely faster than a jog.
And that's when Jennings knew.
"I tried to run off the field, just to see how it felt, because I figured I would try to play this game," Jennings said Thursday, referring to Sunday's game against the Jacksonville Jaguars at Lambeau Field. "And when I felt it grabbing at me, I knew something (was wrong). Before then, I kind of knew something was going on. But (running off the field) just triggered red flags kind of went up.
"I came in the next morning, told Doc (Packers team physician Dr. Pat McKenzie) that I wanted to seek out a second opinion, which we were kind of going that route eventually. But (there was) no sense in waiting any longer."
That second opinion, which he received Wednesday Dr. William Meyers in Philadelphia, was an abdominal rectus abdominal tear, Jennings said. And the diagnosis left him with two options: Get an injection that could perhaps get him through the rest of the season, or have surgery – not season-ending surgery, but surgery nonetheless – and miss the next several weeks.
"The way (Meyers)described it to me was, (it's like) two people pulling on the end of a rope and it starts to fray and the more tugging, the more fraying, which means the more tearing occurs. That's what I have going on," Jennings told a gathering of reporters at his locker Thursday. "I'm opting to get the surgery so I can be done with it."
For Jennings, who has already missed four of the Packers' seven games since he suffered the injury in the Sept. 9 regular-season opener against San Francisco, it was an easy call. The surgery is scheduled for Tuesday in Philadelphia, and Jennings said the procedure is done on an outpatient basis and takes 20-25 minutes. It is minimally invasive – "I'll be able to get up, walk out on my own and I'll be back walking in the locker room and you guys will never know on Wednesday," he said – but there's no clear timetable for his return.
Jennings becomes the latest high-profile Packers player to go down with a serious but not season-ending injury, joining running back Cedric Benson (foot) and safety Charles Woodson (collarbone). Benson is on injured reserve with the designation for possible return, while Woodson is expected to miss about six weeks after going down against the Rams.
"Hopefully I can return before the season ends. We'll see. But it's not season-ending," Jennings said. "The injection would've masked most of the pain, but there was still no guarantee I could go out there and hit that last gear, and that's the one thing I have to have is actually trying to create more separation than I would be able to create.
"There's no sense to me in taking a shot that may or may not work, may take three-days-to-a-week to actually start to work. I could have spent the week rehabbing on a surgery that's going to get me back perfect.
"The trainers have done a great job in the rehabilitation stages to get me to where I am right now. But now we have to take it a step further."
Complicating matters for the Packers: Wide receiver Jordy Nelson missed practice Thursday after having his hamstring tighten up on him during Wednesday's practice, and coach Mike McCarthy said afterward that Nelson won't practice Friday, either. It's possible that the Packers will be down to James Jones, Randall Cobb, little-used veteran Donald Driver and undrafted rookie free agent Jarrett Boykin at wide receiver against the Jaguars.
"We line up with 46, and we have 46. I feel good about it," McCarthy said. "Every team deals with this at some point. I'm very confident in our plan, I'm very confident in our players, I'm excited about the opportunities some of our players that haven't had them in the past weeks are going to get on Sunday. Then it's all about winning, it's all about winning and beating Jacksonville. We'll see where we are Monday.
"We have three guys that have played a ton of football, and this will be a great opportunity for Boykin."
Jennings' long-term future is murkier. Set to become a free agent after the season, he has caught only 12 passes for 78 yards and one touchdown on the season. In fact, that touchdown catch, against New Orleans on Sept. 30, was the last snap he played. Asked if his impending free agency factored into his decision to have surgery, Jennings acknowledged that it did.
"It's a little far down the road, obviously. (But) it's kind of like a game of chess. Everybody plays, you have to strategically know your next move, and you set your next move up, but I've definitely thought about it," Jennings said. "For me personally, this would be the best situation for me knowing I'm not putting myself in harm's way to make it worse and just play and know I'm not 100 percent.
"Free agency will take care of itself. Hopefully, I've put on film certain plays that I'm able to make and showcase my talents. That will take care of itself when the time comes. Right now, I have to take care of myself and do what's best for me."
While Jones and Cobb have emerged with Jennings sidelined, he has been missed in the Packers' offense, especially early on when the Packers started 2-2 and Jennings was in and out of the lineup. Asked if he could do things over, he would, Jennings wasn't sure.
"In retrospect, you always wish you'd done things differently once it didn't work. But had it worked out to where I was OK, then it's like 'OK, it's good that I came back.'" Jennings said. "But since I wasn't able to come back with a full recovery, obviously I wish I could have sat out, not came back in the Seattle game (on Sept. 24) and taken more time and seen where I would have been from then. But the past is the past. You can't live in the past, you can't change the past, time keeps on ticking. So right now, the decision and the choice that we're going with is going to get me back to 100 percent."
Listen to Jason Wilde every weekday from 9 a.m. to 10 a.m. on "Green & Gold Today," and follow him on Twitter at twitter.com/jasonjwilde.


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Alabama Public Television proudly announces the winners of the 2010 PBS KIDS GO! Writers Contest, continuing the tradition of the popular Reading Rainbow contest in years past. Children in kindergarten through third grade from throughout Alabama wrote and illustrated books and submitted them to Alabama Public Television. Thank you to everyone who submitted a book!
2nd place
Cheryl Kaye Marshall from Birmingham, AL
"The Good Dog"
3rd place
Sofie Jean Pickett from Phenix City, AL
"Finding Grandma"
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When Miss Daisy needed a ride, she just called down to her chauffeur Hoke. But for those of us without her financial outlook, things aren't looking quite so rosy.
Local governments around the nation rank transportation as their second highest concern for older adults, just below financial issues, according to a survey by the National Association of Area Agencies on Aging. And it's no wonder: Nearly 80% of Americans 65 and older currently live in a car-dependent suburb or rural area. By 2015, more than 15.5 million seniors will live in communities with poor or nonexistent public transportation, according to a new study by Transportation for America, a coalition of housing, business and environmental organizations that works for transportation reform.
So what's the big deal with retiring in the 'burbs? For one, many seniors don't drive, which obviously makes it more difficult to get around. A study by the National Institute of Aging found that about 30% of women in their early 70s have stopped driving; that increases to 78% of women 85 or older. Men keep driving longer: Only 12% of men in their early 70s don't, and just 45% of men 85 or older hang up their car keys.
And while there are good reasons to stop driving, doing so has an effect on physical and emotional health. Americans age 65 and up who no longer drive make 15% fewer trips to the doctor than those who drive, according to the 2004 "Aging in America: Stranded Without Options" study. They also make 65% fewer trips to visit friends and family, which can result in social isolation. "Absent access to affordable travel options, seniors face isolation, a reduced quality of life and possible economic hardship," the Transportation for America study concludes.
The study, which ranked 241 metro areas on how well they will provide public transportation to seniors aged 65 to 79 in 2015, found some big transportation offenders:
Metropolitan Areas with 3 Million or More People
- Atlanta, Ga. (90% of seniors aged 65-79 will have poor transit access in 2015)
- Riverside–San Bernardino, Calif. (69%)
- Houston, Texas (68%)
- Detroit, Mich. (68%)
- Dallas, Texas (66%)
Metropolitan Areas with 1-3 Million People
- Kansas City, Mo. (88%)
- Oklahoma City, Okla. (86%)
- Fort Worth–Arlington, Texas (86%)
- Nashville, Tenn. (85%)
- Raleigh–Durham–Chapel Hill, N.C. (80%)
Metropolitan Areas with 250,000-1 Million People
- Hamilton–Middletown, Ohio (100%)
- Montgomery, Ala. (99%)
- Greenville–Spartanburg–Anderson, S.C. (99%)
- Hickory–Morganton, N.C. (95%)
- Brockton, Mass. (91%)
Metropolitan Areas with Less Than 250,000 People
- Hagerstown, Md. (100%)
- Waterbury, Conn. (90%)
- Greenville, N.C. (87%)
- Houma, La. (87%)
- Merced, Calif. (86%)
The top mark for public transit access for the 65 – 79 set goes to Jersey City, N.J., in which 97% can count on good public transit options in 2015. Other solid options: Los Angeles-Long Beach, San Francisco and Honolulu. For full results of this study, click here.


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GHS (GHS) Class of 1985 Alumni List
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If you are trying to find people that graduated in '85 at Gwinn High in Gwinn, MI, check the alumni list below that shows the class of 1985.
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The War of 1812 is sometimes glossed over in the annals of history. I don't remember it being taught in school, for it seemed like we jumped from the Revolutionary War to the Civil War. I may be wrong, but that's how it seemed.
Let's look at some history:
- It was sometimes called America's Second War of Independence.
- The key players were the British, the Americans, and the Native Americans.
- Johnny Appleseed was living here in northcentral Ohio when the threat of the war was close. He ran barefoot 26 miles to a neighboring town for help.
Britain was fighting Napoleon in Europe needed more soldiers. This led to impressment of American sailors, i.e. they were "pressed" into service for the British Navy.
Commodore Oliver Hazard Perry, a young man from Rhode Island, was given command of 19 vessels, and learned that the British were patrolling the western waters of Lake Erie. Our ships were much smaller than the British ships, but Perry went looking for them. When he learned where they were, he sailed right into them.
Commodore Oliver Hazard Perry
A battle ensued for two hours. Perry had enlisted the aid of William Henry Harrison, who sent 100 Kentucky riflemen. The Kentuckians remembered the massacre on the River Raisin where many of their own were killed. They were all too happy to join Commodore Perry. Nearly 20% of the men on Perry's ship, the USS Lawrence were made up of African Americans.
At the end of those two hours, nearly all of Perry's men were either wounded or killed, and though his ship went down, he refused to surrender. He climbed into a rowboat and sailed toward the USS Niagara and continued the fight against the two largest ships belonging to the British. Eventually, the British surrendered and Perry captured the remaining vessels.
We now controlled the Great Lakes!!! Commodore sent the following message to his General William Henry Harrison:
"We have met the enemy, and they are ours. Two Ships, two Brigs, one Schooner & one Sloop. Yours, with great respect and esteem." O.H. Perry
U.S. Schooner ARIEL, Put-in-Bay, September 13th, 1813.
In my last I informed you that we had captured the enemy's fleet on this lake. I have now the honor to give you the most important particulars of the action.
On the morning of the 10th instant, at sunrise, they were discovered from Put-in-Bay, where I lay at anchor with the squadron under my command. We got under way, the wind light at S.W., and stood for them. At ten a.m. the wind hauled to S.E. and brought us to windward; formed the line, and bore up. At fifteen minutes before twelve, the enemy commenced firing; at five minutes before twelve, the action commenced on our part. Finding their fire very destructive, owing to their long guns, and its being mostly directed at the LAWRENCE, I made sail, and directed the other vessels to follow, for the purpose of closing with the enemy. Every brace and bowline being soon shot away, she became unmanageable, notwithstanding the great exertions of the sailing master. In this situation, she sustained the action upwards of two hours, within canister distance, until every gun was rendered useless, and the greater part of her crew either killed or wounded. Finding she could no longer annoy the enemy, I left her in charge ofLieutenant Yarnall, who, I was convinced, from the bravery already displayed by him, would do what would comport with the honor of the flag. At half past two, the wind springing up, Captain Elliott was enabled to bring his vessel, the NIAGARA, gallantly into close action. I immediately went on board of her, when he anticipated my wishes, by volunteering to bring the schooners, which had been kept astern by the lightness of the wind, into closer action. It was with unspeakable pain that I saw, soon after I got on board the NIAGARA, the flag of the LAWRENCE come down; although was perfectly sensible that she had been defended to the last, and that, to have continued to make a show of resistance would have been a wanton sacrifice of the remains of her brave crew. But the enemy was not able to take possession of her, and circumstances soon permitted her flag again to be hoisted. At forty-five minutes past two the signal was made for "closer action." The NIAGARA being very little injured, I determined to pass through the enemy's line; bore up, and passed ahead of their two ships and a brig, saving a raking fire to them, from the starboard guns, and to a large schooner and sloop from the larboard side, at half pistol shot distance. The smaller vessels, at this time, having got within grape and canister distance, under the direction of Captain Elliott, and keeping up a well directed fire, the two ships, a brig, and schooner, surrendered, a schooner and sloop making a vain attempt to escape.Those officers and men who were immediately under my observation, evinced the greatest gallantry; and I have no doubt that all others conducted themselves as became American officers and seamen. (www.usni.org)
Both sides met to bury the dead and recite from the Book of Common Prayer at Put-In-Bay on South Bass Island. Perry's Victory Monument stands proudly on this island, reminding us of the battle that took place nearby.
The Lake Erie waters are filled with celebrations commemorating this event. A few of the web sites are included below, which will give one a lively sense of being there:
Yesterday, we were able to view one of the tall ships which was in port to take part in this weekend of celebration. I expected the ship to be huge, but was amazed at how small it really was.
The Hindu
For those not familiar with Lake Erie, it is the most shallow of the five Great Lakes, and the storms that can happen in an instant can be devastating. I am amazed at how this battle was won.
Today, the pensions associated with the soldiers and sailors from this war are being digitized at the National Archives. It takes money, and all are welcome to contribute: http://www.preservethepensions.org/