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translated by Brett Larner
It's turned into an era when it's hard to break even 2:09.
On Feb. 12, Yuki Kawauchi (29), the top Japanese finisher in December's Fukuoka International Marathon at 3rd overall, set a new course record of 2:09:54 to win the Ehime Marathon for the first time. Speaking of 2:09, in Fukuoka as well Kawauchi ran 2:09:11. On the 5th this month Beppu-Oita Mainichi Marathon winner Kentaro Nakamoto (34) ran 2:09:32 too. And the three members of the Rio de Janeiro Olympics team did it in the selection races. Satoru Sasaki barely broke 2:09 at 2:08:56 for 3rd in Fukuoka, and Hisanori Kitajima and Suehiro Ishikawa ran 2:09:16 and 2:09:25 for 2nd and 4th at Lake Biwa. Even in the Olympic season when marathoners' gaze is supposed to be loftier, that was all they could do.
Even though the world standard in the men's marathon is now at the 2:02 level, Japanese haven't run 2:07 in a domestic race since Masato Imai's 2:07:39 for 7th in Tokyo back in 2015. Maybe that's why the Tokyo Marathon, scheduled for the 26th this month, has changed its course to try to put out high-speed times. Gone is the heartbreaking uphill, Tsukada Bridge, just after 35 km. With the organizers having made the course easier it'll be fun to watch how much faster times might get.
Also on the 12th, Ai Utsunomiya, 21, ran a PB of 1:10:47 to win the National Corporate Women's Half Marathon, more than three minutes slower than Kayoko Fukushi's 1:07:26 Japanese national record. But on the 10th at a half marathon in the U.A.E., Peres Jepchirchir (23, Kenya) set a new world record of 1:05:06.
Translator's note: One of JRN's purposes is to show the extent to which long distance features in the Japanese media and the ways in which they cover it. This article was translated to show that there is crap tabloid journalism and trolling in Japan too.


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SailNet Community (http://www.sailnet.com/forums/)
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- - Coastal v. Bluewater cruiser, your thoughts (http://www.sailnet.com/forums/sailboat-design-construction/38002-coastal-v-bluewater-cruiser-your-thoughts.html)
Coastal v. Bluewater cruiser, your thoughts
Good day to all:
I'm looking for opinions from all who have some knowledge in the differences between a "coastal cruiser" and a "bluewater cruiser". This question has perplexed me for sometime. I can't seem to find a good set of design criteria for both to compair. Common sense tells me that a good bluewater boat will have a beefier standing rig, a heavier displacement, probably a stiffer hull, maybe a few more layers of glass as well, sails would be heavier as well and have extra reef points. What else would I be missing? Can a sturdy quality build coastal boat be refitted for ocean travel?
In way of an introduction I'll give you an idea of myself, my sitiuation and my plan. My name is Matt, I'm 35yr old, married with three wonderful little deck hands. I've been sailing and cruising the Great Lakes for 30 of 35yrs in every thing from a Wayfarer to my current Catalina 30. More than just harbor hopping my family and I enjoy extended periods off the coast, 3-7 days before making port (more would be fine, just run into land by then up here). We live aboard during the Spring and Summer and I've lived aboard year 'round in the past (quite refreshing in Feb on Lake Huron!) Our plan is to leave for a circumnavigation in 10yrs or less. So now is the time to be working out the boat to do this in!
Thanks to all that respond. I'd be happy to email with anyone with more to say than can be included here.
Matt - You might want to check out Beth Leonard's book titled The Voyager's Handbook. Additionally, Good Old Boat magazine has been running a three part series called "A bluewater capable yacht", which is an adaptation/excerpt from Beth's book.
I believe the factors you mentioned in your first paragraph are part of the picture for a bluewater boat. But you also have to consider things such as cockpit size and drainage (generally smaller and well-drained for bluewater), deck layout (safe sidedecks, sturdier lifelines, etc.), cabin layout (quality seaberths, handholds, adequate storage/tankage), and additional factors which I'm sure I've missed but others will include.
For instance, check out the cockpit of this Pacific Seacraft Mariah:
Probably not ideal for a daysail with 5 or 6 or your family/friends, but it's a great little cockpit for offshore work. As I understand it, a small cockpit with good drainage lessens the chances for getting disasterously pooped.
Some of the primary differences between a bluewater boat and a coastal cruiser are that bluewater boats will have:
1) A kindlier Boat motion—narrower beam, softer bilge curves
2) More stowage and tankage
3) More Handholds—usually narrower interior
4) Generally have a smaller cockpit
5) Generally have heavier rigging
6) Deeper reef points, and often heavier sails
and so on...
I'd second reading Beth Leonard's The Voyager's Handbook, which just came out in a second edition, and also recommend Bill Seifert's Offshore Sailing.
Oh boy, you're going to get a lot of different opinions here. Many of them, like mine below, are little more than preferences based on sailing styles and circumstances. There are so many elements that make a good bluewater boat, but SailingDog's and Kwaltersmi's lists are a good starting point..
Among other things, I like wide, clear sidedecks, uncluttered by deck-piercing shrouds and stanchions. I like the security of raised bulwarks and tall 30 inch lifelines. I like the chainplates horizontally through-bolted into the hull, and stanchions similarly horizontally bolted to the raised bulwarks (both for strength and resistance to water intrusion). Also, there should be space for a junk-filled milk crate on the coachroof (just kidding on that one):
(Pacific Seacraft Crealock 31)
I also like a protected rudder, preferably with the propeller in an aperture:
(Morris 32)
Good anchoring systems are important too. I like the ability to store and launch several anchors from the bow and stern. Okay, maybe not this many, but you get the idea:
(Joshua 44)
I'm sure others will add their wish lists. This should be an interesting thread...
Nigel Calders The Cruising Handbook has a detailed discussion of what goes into a bluewater boat. He not only says what, but the why behind it.
A blue water boat is a lot of different things to different people. Almost anything can be found sailing offshore and a lot of the boats doing trips are not what is considered offshore capable by the common definition. I think the most important thing is the skipper. A skilled skipper will survive with a marginal or even poor boat while an incompetent skipper will sink even a great boat. So my pat answer to a question like this is to say that if you need to ask the question you are not ready for offshore sailing.
There are a lot of different ways to sail a boat. Your tactics for storm survival for instance depends on a coordinated plan and the type of boats matters very much to the plan. If you think heaving to in extreme weather is the best way to go then you dont want a fin keel boat with a spade rudder because that will almost never heave to during a storm. You will want a full keel or a full keel with a cut away forefoot and skeg hung rudder. On the flip side if you want to run then a full keel might not be your choice because of the quarter wave you get when running fast in heavy weather. Now a fin might be a better choice especially if you think towing a drag is a good idea. Of course the area you are sailing in will now make a big difference. If you are crossing oceans running in a storm is fine but in coastal work you may not have the room to run so a full keel boat which allows some choices for storm tactics might be a good idea. How much comfort and room you want also makes a difference in choosing a boat style. The more comfort and amenities you want means the more room you need and that means a longer light boat or a heaver shorter boat. You buy a boat by the pound but you pay to own her by the foot. Larger light boats cost the same to buy as short heavy boats but you will spend more to run a longer boat. The amount of weight it takes to support a person per day offshore is a fixed number so a boat with higher displacement is affected less by the crew and stores then a light displacement boat until you get into much larger boats.
Read as much as you can and sail on as many boats as you can to get some background. After a while you will start asking more pointed questions and start forming a game plan for both tactics and route planning that will usually narrow it down for you. You will get to a point where you, not everybody else, are comfortable with a style and you will know how she handles under all conditions and then you are ready to pick a boat.
Good luck and all the best,
Robert Gainer
Also, make sure you do searches for "bluewater" here... this has been a topic discussed many (many many many many) times before.
This was written for an earlier discussion on the differences between Offshore Distance Cruisers, Coastal Cruisers and Performance Cruiser/Racers but it somewhat answers your question....
"This is the kind of a question that would require a book to answer properly, but I will take a stab at it. I apologize in advance for the length of my reply. Most of this response was written as a series of articles meant for another venue and so I am not sure that this flows all that well either, and for that I also apologize.
I think that the terms 'offshore' and 'coastal' get bandied about quite freely without any real thought about what the differences are. Even the term race boat is a bit vague since all kinds of boats are raced in all kinds of differing types of competition. Race boats can therefore vary quite widely depending on the type of racing that they are intended for. I am assuming that you are not asking about small one design race boats as much as boats that at least to one extent or another can be raced or cruised in a pinch.
For the most part, race boats are optimized to perform better than the racing rating rule under which it is intended to race. This has a lot of implications. Under some rules (IMS and IRC for example) race boats are optimized to be fast and easy to handle across a wide range of conditions, producing great all around boats, but in the worst cases (International, Universal, CCA and IOR rules for example), the shape of the hulls, and design of the rig are greatly distorted to beat the shortcomings and loopholes in the rule, producing boats that become obsolete as race boats, and to a great extent as cruising boats as well, once the rule becomes history.
While the EU does have a system that certifies boats into one of 4 categories, this rating system was intended to remove trade barriers between the various EU countries. It represents the lowest common denominator between all of the regulations that pre-existed the formation of the EU. A boat that is certified as meeting the CE Small Craft Directive, in the offshore category, has met this minimum standard but it does not certify that the vessel is actually suitable for offshore use. For example the EU standards do not look at motion comfort, or the suitability of the interior layout for offshore use. Stripped out racers with minimal tankage and fragile rigs can and do obtain offshore certification. The U.S. does have the ORC, ABS, and ABYC standards which are somewhat helpful, but again does not certify that the vessel is actually suitable for offshore use
In a broad terms, a well made coastal cruiser should be more expensive than a dedicated offshore distance cruising boat, because it needs to be more complex and actually needs more sophisticated engineering and construction than most people will accept in a dedicated offshore boat. When new, the high tech materials used, and the first class hardware generally employed, make racers comparatively expensive as well. They are also expensive to maintain in full race condition since maintaining a smooth, fair bottom, good sails, running rigging. and sophisticated electronics does not come cheaply. But as they grow older and less competitive, they often become real bargains.
In a general sense, all boats are a compromise and with experience you learn which compromises make sense for your own needs and budget. Most times the difference between an optimized race boat, coastal cruiser and a dedicated offshore cruising boat is found in the collection of subtle choices that make a boat biased toward one use or the other. A well designed and constructed coastal cruiser will often make a reasonable offshore cruising boat and club level racer, while traditional dedicated offshore cruising boats usually make very poor racers or coastal cruisers.
Which brings up another key point. I would think that most knowledgeable sailors use the term offshore cruiser, they generally think of traditional, long waterline, full keeled or long fin keeled, heavy displacement, cutters or ketches. But in recent years there has been a whole series of modern offshore cruisers, which have been designed to take advantage of the research into stability, motion comfort, performance, and heavy weather sail handling that emerged as the result of the Fastnet and subsequent disasters. These boats tend to be longer for their displacement, often have fin or bulb keels, and carry a variety of contemporary rigs such as fractionally rigged sloop rigs. Depending on the specifics of the boat in question, a race boat may also make a reasonable coastal cruiser or offshore cruiser but will rarely be ideal as either and will generally take some adaptation to reach a reasonable standard for these applications.
Looking further, when I think of the distinctions between a raceboat, vs. coastal cruiser vs. a dedicated offshore boat, there are specific attributes that I would look for:
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A typical well-used coastal cruiser might only sail five hundred to a thousand miles a year. Most do less. A well-used offshore cruiser may do as much as 20,000 to 30,000 miles in a single year (10,000 15,000 being more typical). Whether traditional or modern, offshore cruising boats need to be designed to stand up to the long haul. A single year of offshore cruising can literally be the equivalent the abuse encountered in 20 or 30 years of coastal cruising.
Traditional offshore cruisers come in a range of flavors. Whether fiberglass, steel, alloy or timber, traditional offshore cruisers tend to have robust hulls that are simply constructed. Hull panels tend to be very heavy, accessible and maintainable. Internal framing tends to be widely spaced or almost non-existent. Engineering tends to be simple and reliable. Materials tend to be low tech, which is not necessarily a bad thing. The down side is that a weight goes into these structures using up valuable displacement that could be used for additional carrying capacity or ballast. Some of his weight is carried high in the hull and deck structure reducing stability and increasing roll and pitch.
Modern offshore cruisers tend to use higher tech materials and structural design. Some robustness and redundancy may be given up, but often the better of these newer designs have greater strength despite their lighter weight. These newer designs often take advantage of sophisticated framing systems and purposefully selected alloys or laminates. They often benefit from careful engineering intended to improve impact resistance and longevity.
Whether traditional or modern, offshore cruisers need to be able the cyclical loadings that insidiously wear out a boat over long passages. Larger margins of safety are required. In offshore cruising boats more than the other types, a little weight added, an often breed a whole lot more weight. A little added weight has a way of ricocheting through the whole design cycle. A little weight added means that perhaps the sail area needs to be increased. The increased sail area means a little more ballast. The added ballast perhaps means larger keel bolts and more robust transverse frames. This additional weight and sail area means higher stress on the rigging and so perhaps heavier rigging and attachment points get added, and that means perhaps a decrease in stability or perhaps a bit more ballast. The added weight means more drag and so fuel consumption increases and perhaps so does the size of the fuel tanks. And with all that added weight the designer is then faced with an under-canvassed design or else adding a sail area and risking going though another round of weight addition. Which is why, when all is said and done, traditional offshore cruising boats tend to be so much heavier than race boats, coastal cruisers or even more modern offshore designs.
Coastal cruisers generally benefit from better performance than offshore boats and do not have as stringent a requirement for a robust structure as and offshore boat. As a result coastal cruisers greatly benefit from lighter construction using modern materials and methods. Redundancy and self-sufficiency is less of a requirement. Fully lined interiors and other conveniences are often the norm on cruisers. Even quality coastal cruisers use molded force grids or pans that are glued in rather than laid up in place. Framing is often wider spaced and less robust. Hull panels are often cored and thinner than on an offshore boat. Rarely do they receive the careful workmanship that is required for a quality race boat, or the high safety factors ideally applied to a dedicated offshore cruiser. Then again they dont need either as their use and abuse is generally much less harsh then encountered in the life cycles of either racing or offshore cruising boats.
Race boats generally benefit from the most sophisticated engineering of the three. Weight is the enemy of speed and motion comfort and so great attention is paid to reducing weight where weight can be reduced. But since breaking a boat is a very slow way around a racecourse, with some notable exceptions for specific racing classes, and racing periods, race boats are surprisingly tough. They are designed for very heavy loadings compared to coastal cruisers since racing crews will often carry on in no matter what nature throws at them, carrying far more sail than one might normally consider prudent. Their larger sail area to weight ratios, proportionately higher ballast ratios, their use of low stretch line and sails, the willingness to carry a lot of sail into higher wind ranges, and placement of the crew weight (often as much as 15% or more of the displacement of the boat) out on the rail as moveable ballst results in enormous strains compared to similar displacement offshore or coastal cruisers.
By the same token, race boats are designed with smaller safety margins so the engineering better be right. The problem with smaller safety margins is that over time race boats wear out quicker than other types of boats. Designers and owners somewhat see that as acceptable since rules also change over time making race boats more likely to become obsolete. Historically there is nothing man made (except perhaps a 15 year old computer) that is quite as obsolete as an obsolete rule beating race boat, and so historically designers are more willing to view them as disposable. At least with some of the newer rules, the boats being produced are good all around boats and quite a bit more robust and so may find a long useful life cycle.
Race boats generally use higher grade and higher tech materials. They are often the first to benefit from advances in structural design. They often have fewer openings in the hull and deck, which results in much greater stiffness and potentially less fatigue issues. Structural workmanship is often as good as it gets in the world of building yachts even if the interior finishes often seem a little crude. Race boats often gave very sophisticated internal framing systems, which take up room within the interior but make them far sturdier than their light weight would seem to imply.
All of that said, this has not always been the case, CCA era race boats often suffered from the mediocre engineering and poor laminating practices of the day, and IOR era and early IMS era boats often had fragile rigs.
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On a coastal cruiser there should be good wide berths, with enough sea berths for at least half of the crew for that night run back to make work the next day. An offshore cruiser is often handled by a smaller crew and so fewer berths and fewer sea berths are necessary. The berths on an offshore boat should be narrower and have leeboards or lee cloths. On both I am looking for a well-equipped galley but the galley needs to be larger on a coastal cruiser so that there is adequate space to prepare meals for the typically larger crew or a raft-up. Refrigeration is less important on a coastal cruiser, where ice is typically readily available at the next port of call, although the case can be made for no refrigeration or icebox if you are going offshore. Race boats tend to have Spartan accommodations. Offshore oriented race boats will often have enough seaberths to sleep half the crew on either side of the boat so that the off watch crew can be tacked along with the boat. Water tanks are often reasonably sized to take care of a race boats large crews, but fuel tankage is often a bad joke. Storage is generally huge to carry a race boats large sail inventory, but it does not work well for carrying groceries, spares and supplies.
A comfortable cockpit for lounging is very important on a coastal cruiser. It should be larger than an offshore boat to accommodate a larger number of people which is OK since pooping is less likely to occur doing coastal work. Dedicated offshore boats generally have smaller cockpits with very large drains. The cockpits are deeper and have taller coamings to protect the crew. This makes them less comfortable for lounging and less easy to move in and out of. Ideally offshore boats have bridge decks that are higher than the lowest point of the coaming and companionway slides that can be locked in place to avoid down flooding. All of which makes moving about a bit less convenient. Race boat cockpits tend to need the wide open spaces to house the vast crowds that inhabit them on the race course. If you think of a race boat cockpit at a mark rounding, you have a helmsman, mainsail trimmer, guy trimmer, sheet trimmer, pit person, and perhaps a grinder or two. Thats a whole lot of people and each need their own space to that voodoo that they do so well. Coamings and seats just get in the way. Modern racer-cruisers often have removable seats that double as cockpit lockers and which are removed for racing (along with a few hundred pounds of the unnecessary gear used to deliver the boat to the race course).
-Deck hardware:
While gear for offshore boats need to be simple and very robust, coastal cruisers need to be able to quickly adapt to changing conditions. For the coastal cruiser greater purchase, lower friction hardware, easy to reach cockpit-lead control lines, all make for quicker and easier adjustments to the changes in wind speed and angle that occur with greater frequency. There is a big difference in the gear needed when, well tack tomorrow or the next day vs. auto-tacking or short tacking up a creek.
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Offshore boats need to be heavier. They carry more stuff, period. The traditional rule of thumb was that an offshore boat needs to weigh somewhere between 2 1/2 and 5 long tons per person. A coastal cruiser can get by with less weight per crew person but generally is cruised by a larger crew. The problem that I have is that most offshore sailors and many coastal cruisers seem to start out looking for a certain length boat and then screen out the boats that are lighter than the displacement that they think that they need. This results in offshore boats and some coastal cruisers that are generally comparatively heavy for their length. There is a big price paid in motion comfort, difficulty of handling, performance and seaworthiness when too much weight is crammed into a short sailing length.
I suggest that a better way to go is to start with the displacement that makes sense for your needs and then look for a longer boat with that displacement. That will generally result in a boat that is more seaworthy, easier on the crew to sail, have a more comfortable motion, have a greater carrying capacity, have more room on board, and be faster as well. Since purchase, and maintenance costs are generally proportional to the displacement of the boat the longer boat of the same displacement will often have similar maintenance costs. Since sail area is displacement and drag dependent, the longer boat of an equal displacement will often have an easier to handle sail plan as well.
-Keel and Rudder types:
I would say unequivocally that for coastal cruising a fin keel is the right way to go here. The greater speed, lesser leeway, higher stability and ability to stand to an efficient sail plan, greater maneuverability and superior windward performance of a fin keel with spade rudder (either skeg or post hung) are invaluable for coastal work. Besides fin keels/bulb keels are much easier to un-stick in a grounding. In shallower venues, a dagger board with a bulb or a keel/centerboard is also a good way to go.
There is a less obvious choice when it comes to the keel and rudder type for offshore cruising. Many people prefer long or full keels for offshore work but to a great extent this is an anachronistic thinking that emerges from recollections of early fin-keelers. Properly engineered and designed, a fin keels with a skeg hung rudder can be a much better choice for offshore work. There is the rub. Few fin keelers in the size and price range that most people purchase for offshore cruising are engineered and designed for abuses of dedicated offshore cruising. That said, popular offshore cruisers like the Pacific Seacraft, and Valiants have adapted skeg-hung spade rudders while the Island Packets have chosen to use a rudder post hung spade rudder.
Of course race boats thrive on stability and low drag. For them, under most racing rules, there is only one choice, fin keels and spade rudders. Under some of the older rules, (International, Universal and CCA) race boats often had fin keels with attached rudders. This was the worst of all worlds. The boats do not track as well as a spade rudder but have all of the negatives of a keel hung rudder (greater exposure to damage being close to the depth of the keel, higher loading, less maneuverable). Newer race boats have minimal foil area and large bulb keels. This combo was chosen for greater stability and therefore sail carrying capacity as well as minimal drag. As a side benefit this keel type has been demonstrated to offer increased seaworthiness and motion comfort that results from a significantly lower center of gravity relative to the vertical center of buoyancy, better dampening, and the ability to stall at high side loadings which reduces the likelihood of being rolled in a large breaking wave. In US Naval Academy studies of groundings, bulb keels were also shown to be the easiest to extract from a grounding, which is a very good thing considering that more modern race boats generally have significantly deeper drafts.
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-Ground tackle:
Good ground tackle and rode-handling gear is important for both cruising types but all-chain rodes and massive hurricane proof anchors are not generally required for coastal cruising. Race boats often lack proper anchor handling gear or in the most extreme cases, they may even lack fixed cleats to tie up with. Frankly from the racers point of view these are simply things that get in the way of that perfect hoist, douse , tack, or jibe.
At least on the US East Coast, (where I sail and so am most familiar with) light air performance and the ability to change gears is important for a coastal cruiser. It means more sailing time vs. motoring time and the ability to adjust to the 'if you don't like the weather, wait a minute' which is typical of East Coast or Great Lakes sailing. If you are going to gunkhole under sail, maneuverability is important. Windward and off wind performance is also important.
With all of that in mind, I would suggest that a fractional sloop rig with a generous standing sail plan, non- or minimally overlapping jibs, and an easy to use backstay adjuster is ideal. This combination is easy to tack and trim or change gears on. I would want two-line slab reefing for quick, reliable on the fly, reefing. I would want an easy to deploy spinnaker as well.
For offshore use, traditional cruising boats tend to have a very high drag relative to their stability and so low aspect ratio rigs are important. Depending on the size of the boat, cutter and ketch rigs are the time-tested solution. They work reasonably well as long as simplicity and performance are not important.
More modern, lower drag offshore cruisers seem to be using fractional sloop rigs with a great deal more frequency for many of the same reasons as coastal cruisers. But modern offshore cruisers can be found with the full range of rigs; masthead sloops (with and without removable jib stays), cutters, ketches, even schooners you name it.
Racers are only concerned with efficiency, the most drive for the least sail area as measured by the rule. It is this last phrase that has lead to terrible distortions to rig proportions relative to what is easy to handle or actually efficient in an absolute sense. For example, the CCA under penalized genoas and mizzens, and so yawls and huge overlapping headsails appeared. The IOR fairly measured mizzen sail area and so yawls disappeared again, but the IOR over penalized mainsails and under penalized headsails and so masthead sloops with tiny high aspect ratio mainsails and huge genoas and spinnakers became the rage. The IMS measures the impact of sails more fairly and so fractional rigs with their ease of shifting gears has become the rage.
The bad news for coastal cruisers is that the racing rig fad dujour often shows up on next years coastal cruiser. The really bad news is that since coastal cruisers often stay in production for many years these bad fad ideas often stay in the coastal cruiser marketplace for a very long time. If you doubt that look at the IOR proportioned rig on most Catalinas.
I think that speed is especially important to coastal cruising. To me speed relates to range and range relates to more diverse opportunities. To explain, with speed comes a greater range that is comfortable to sail in a given day. In the sailing venues that I have typically sailed in, being able to sail farther in a day means a lot more places that can be reached under sail without flogging the crew or running the engine. When coastal cruising speed also relates to being able to duck in somewhere when things get dicey.
It can be argued that speed is less important to the offshore cruiser. Whats an extra knot when you have an ocean to cross. On the other hand, a little more speed can allow a crafty distance cruiser to pick the wind system that he is sailing in or keep moving in a doldrum. It can mean more sailing relative to motoring and so a lower requirement for fuel, stores and water capacity. It can mean somewhat less expense for a given passage. It can mean more time in an interesting port relative to time at sea, which is an advantage to those who prefer portside to offshore, but which is a disadvantage to those for whom cruising is all about the passage making.
Of course, race boats are all about speed, speed in all conditions. The best race boats are fast in all conditions and are quick to shift gears on the fly dealing with whatever Mother Nature throws at them. I often hear how cruising boats are faster than race boats in a breeze. I just have not seen that at all. Big wind or small, most modern race boats are radically faster than their non- racing sisters from the same era. The possible exception to this would be the CCA era boats with their short waterlines, and the pre-Fastnet IOR boats with their distorted hullforms and rigs.
Good ventilation is very critical to both cruising types. Operable ports, hatches, dorades are very important. While offshore, small openings are structurally a good idea, for coastal work this is far less of an issue. Ventilation is irrelevant to most dedicated race boats, but boats intended as racer cruisers need all the ventilation they can get, if nothing else to dry out after a spinnaker that has been shrimping gets dumped down below to be packed.
-Visibility and a comfortable helm station:
Coastal boats are more likely to be hand steered in the more frequently changing conditions, and higher traffic found in coastal cruising and are more likely to have greater traffic to deal with as well. A comfortable helm position and good visibility is critical. Offshore, protection of the crew becomes more important. Racers need to see their sails, the waves, and their competition. Visibility is important, but often gets compromised by the use of deck sweeping jibs and low booms that wipe out visibility from the high side.
Storage and Tankage:
There is a perception that coastal cruisers so not need storage. I disagree with that. Coastal cruisers need different kinds of storage than an offshore boat but not necessarily less storage. Good storage is needed to accommodate the larger crowds that are more likely to cruise on a short trip. Good water and holding tankage is important because people use water more liberally inshore assuming a nearby fill up, but with a larger crew this takes a toll quickly. Holding tanks are not needed offshore but they are being inspected with greater frequency in crowded harbors and there are few things worse than cruising with a full holding tank and no way to empty it. Offshore boats generally need larger fuel tanks.
Motion Comfort and Seakindliness
This is probably the most controversial of the topics. It is important to understand that when it comes to motion comfort, there is no universally right, one size fits all. Relative motion comfort derives from the amount of motion and rate of acceleration that is inherent in the design of a boat as it is actually loaded. How comfortable the motion feels results from the combination of those two factors; amount of motion and the rate of change in motion. It is very hard to design a boat that inherently has both a minimal range of motion, and which also has slow acceleration rates. It can be done, but historically it wasnt.
Complicating this discussion further, is that fact that people are affected by motion differently. In a U.S. Navy study of motion sickness, it was found that of the people who are prone to motion discomfort, roughly one third were predominantly affected by the amount of movement, but were minimally affected by the rate of change. Another third were predominantly affected by the rate of change, but were minimally affected by the amount of movement. And the remaining third were affected by both the amount and the rate of change. The ideal solution then is to find out how you personally are affected by motion and then to seek a boat with a motion consistent with your own natural preference.
In studying motion, motion is seen as linear or rotational. Linear motion occurs in three directions, surge (fore and back), sway (side to side) and heave (up and down). Rotational motion is also described in three directions, Pitch (fore and aft), roll (side to side), and yaw (changing in course left to right or the vice-versa)
There are a lot of factors that affect a boats natural motion but the biggies are inertia, stability, buoyancy distribution, and dampening. Except for heave, the amount and speed of motion is the product of the amount of force exerted on the boat, the inertia of the boat, which resists the force being exerted but which also is stores this force as kinetic energy (momentum). Generally traditional offshore boats are willing to live with larger moments of inertia and the greater range of motion that comes with it, in order to achieve a slower motion. Coastal cruisers and modern IMS/IRC derived performance boats are generally biased toward more of a balance between a lower moment of inertia and greater amounts of dampening to improve motion in a chop.
I might ave quite a different 'approach' to the question.
It is not as much a question of a 'Blue water boat' as a 'Blue water captain'.
The VO 70 may hardly be classified as 'Blue water boats' - but they do with 'Blue water captains and crew'.
To many the Hallberg Rassey boats are conciddered on of the best 'Blue water' boats - but with a 'monkey' as captain?
Blue water sailing is a question of balance between nature and boat/crew where the odds are a bit more serious than coastal cruising. Then comes the paradox of it: Most accidents with blue water sailors happends when approaching land/anchorages or in coastal sailing.
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Stargate Atlantis, Monk, PSYCH and more.
Episode 517
Three Weddings and a Funeral, Parts 1 & 2
Feb 15, 2008 Danny, Piper and Mitch, along with the surveillance room are taken hostage when thieves attempt to steal a rare stamp that is up for auction at the Montecito. Delinda and Cooper have an unexpected dinner and Delinda takes this opportunity to try to get to know their mysterious owner. Meanwhile, Mike's mom discovers he has gotten married without her being there and is irate, but thanks to his quick thinking he convinces her that they haven't gotten married yet and that the big day is Saturday. Excited about the nuptials, Danny and Delinda help to plan the bachelor parties, which gets them thinking about their own future together. Former owner Casey Manning's little brother Vic pays a visit to Vegas and is interested in only two things Sam and getting the Montecito back. An unexpected tragedy happens to one of the staffers stunning everyone.
Episode 516
Win, Place, Bingo
Feb 8, 2008 Cooper, Danny and Mike are suspicious of a guy named Pete Skinner who is betting on horses and has a seemingly perfect winning streak. Sam's "whale" brings his grandmother "Robby" with him to the casino and asks her to entertain her by playing bingo, but things turn out to be ugly when they make a side bet. Meanwhile, Mike convinces Danny to make a dry run to the hospital using Polly as the stand in for Delinda.
Episode 515
2 on 2
Feb 1, 2008 Piper's skills are put to the test when the editor of Concierge magazine comes to evaluate her for the Concierge of The Year award. With the unusual and difficult tasks that she is given, she enlists her fellow staffers for help. Meanwhile, Danny and Mike decide to play in a 2 on 2-basketball competition where the stakes become more then they anticipated.
Episode 514
Guess Who's Coming to Breakfast
Jan 25, 2008 Sam's "whales" visit a strip club and in order to keep it secret from their wives, she enlists the help of "The Cleaner," who can get out any evidence left behind. Meanwhile, Mike and Piper try to lure a hot new bartender to the Montecito and find themselves sampling the cocktails and partaking in one of Vegas' oldest clichs. Cooper challenges Danny to come up with an idea to draw more people to the Montecito while Delinda throws an unusual party.
Episode 513
Secrets, Lies and Lamaze
Jan 18, 2008 Piper gets herself in trouble with the gaming commission, but Cooper bails her out to the tune of one million dollars, making the staffers suspicious of his actions. Sam and manicurist Polly get caught speeding and sentenced to traffic school, but Sam tries to worm her way out of it. Meanwhile, a couple in Danny and Delinda's parenting class makes them feel unprepared, but when the perfect pair crumbles upon the birth of their baby, Danny and Delinda realize they know more then they thought.
Episode 512
3 Babes, 100 Guns, and a Fat Chick
Jan 11, 2008 A fugitive on the run has been tracked to the Montecito and every bounty hunter and FBI agent around has come looking to make the capture. Danny, Mike and Cooper can't help but get involved and somehow end up battling for their own lives. One of Sam's favorite "whales" comes to town, but she learns that his seemingly perfect life has been shattered and tries to help him pick up the pieces. Piper throws a post-New Year's pool party and with the aide of three hot babes, has cash rolling into the casino. Meanwhile, Delinda feels insecure about her pregnancy weight, but notices she is the only one that has packed on the pounds.
Episode 511
I Could Eat A Horse
Jan 4, 2008 Danny and Mike head to Wyoming to buy a horse that Cooper wants to add to his ranch, but this isn't as easy as they thought. Back at the casino, Sam is dealing with her pleasantly plump "whales" issues with his newly skinny fiancée while Delinda tries to find a new chef for the casino restaurant. Meanwhile, Piper hides her from her ex, William when he suddenly shows up.
Episode 510
A Cannon Carol
Dec 7, 2007 The casino staffers are busy making holiday plans except, Mike who begins to doubt his place in Vegas as well as his friend's lives. A modern day Scrooge, Sam invites a client to come to the casino for the holidays, but he decides to donate his money to a charity instead of gambling at the casino. Meanwhile, Delinda and Piper host a "Hot Santa" contest to win the Vegas casino charity competition and Danny is pressured by Cooper to fill a vacant retail space at the Montecito.
Episode 509
The High Price of Gas
Nov 30, 2007 The effects of the robbery are not only being felt at the Montecito, but all over Las Vegas. Danny tries to fend off all the federal agencies' accusations about his uncle's involvement, but all clues seem to point to him. Delinda has a solution that could help the casinos cash flow problem -- getting Cooper and Sam to apologize to each other. Meanwhile, Piper and Mike are helping a woman carry out her deceased husband's unconventional last wishes.
Episode 508
My Uncle's A Gas
Nov 16, 2007 As president of operations, Danny is finding it difficult to keep up with the job, especially when he gets a surprise visit from the fire marshall and his alcoholic uncle. Meanwhile, Mike is in charge of keeping an eye on the Montecito's Hand on Hard Bodies competition, which is not an easy feat. Cooper forces Sam to help one of the contestants, making the tension between them even thicker. If that isn't enough for the staffers, a team of thieves is in the midst of breaking into the casino.
Episode 507
It's Not Easy Being Green
Nov 9, 2007 The Montecito hosts an environmentally friendly conference, making Delinda realize that the casino and its staffers should be doing its part to help Mother Earth. When she tries to convince Danny that "green" is the way to go, he questions her plans, making for an unfriendly environment at home. Sam learns that many of her high-roller clients are looking for love and tries to capitalize on this discovery. Meanwhile, Cooper shows a new side of himself when a mystery woman arrives at the casino.
Episode 506
Adventures in the Skin Trade
Nov 2, 2007 Danny and Mike find themselves at a local strip bar for a birthday party, but things go awry when the club owner gets physical with one of the strippers. Always the do-gooder, Delinda begins a citywide campaign advocating for better rights for exotic dancers in Sin City. Elsewhere, Piper enlists Sam's help to find a racy video that she does not anyone to see. Sam is willing to help, but only if Piper helps her with a whale.
Episode 505
When Life Gives You Lemon Bars
Oct 26, 2007 In the spirit of Halloween, Piper dresses up in various costumes to try and scare her fellow staffers. Cooper insists on shadowing Sam for the day while she is trying to lure a new whale to the casino, but his presence scares the potential client away. In order to make it up to Sam, Cooper agrees to let her play in his annual exclusive poker game with his billionaire friends Roger and Larry. Delinda discovers a wonderful new pastry chef that is sweet on the surface, but after a few days of her sour attitude she wants to fire her. Meanwhile, Mike thinks he has found the woman of his dreams, but when he discovers her past, he has reservations about them being together.
Episode 504
Run, Cooper, Run
Oct 19, 2007 Danny and Mike arrive at Cooper's suite for a meeting, but instead find themselves walking into a murder scene. The two question Cooper who can't remember what happened and claims he is being blackmailed. When Danny and Mike start to investigate, Cooper suspiciously disappears making him look even guiltier. Piper helps the son of one of Sam's big Montecito whales learn how to be "cool" for his upcoming Bar Mitzvah. Meanwhile, Delinda's unconventional approach to parenting has the staff carrying around eggs.
Episode 503
Head Games
Oct 12, 2007 Cooper secures the Pacific Tropic Spokesmodel Search Contest for the Montecito, but things go awry when someone sabotages the contestants. Mike tries to find the culprit, but gets distracted by the beautiful women he is protecting. Elsewhere, Sam is convinced that she sees a woman being murdered by a casino guest, but has difficulty trying to convince Danny that she is not just hallucinating. Meanwhile, Delinda tries to seduce Danny, but becomes discouraged after he continuously rejectsmaking her feel undesirable.
Episode 502
The Glass is Always Cleaner
Oct 5, 2007 Friendships are at stake when new casino owner, AJ Cooper, tries to make changes at the Montecito. Danny loses confidence that he will be the new president when Cooper opens the applicant search to external candidates. Mike risks his friendship with Danny when he applies for the position, causing a little tension between them. Meanwhile, Sam continues therapy and struggles with the realization that she has no real friends and decides to befriend the new hotel concierge, Piper.
Episode 501
A Hero Ain't Nothin' But a Sandwich/Shrink Rap
Sep 28, 2007 The Montecito is in utter chaos along with the lives of the casino staffers. The murder of Mary's father may have closed a chapter from her past, but leaves everyone else wondering who actually shot him. The list of possible suspects quickly narrows when an incriminating cell phone video mysteriously surfaces. Back at the casino, Ed has the tough task of trying to figure out who robbed the Montecito and if it is an inside job. Meanwhile, Mike and his team are working overtime to solve the murder and robbery and are shocked at what the footage reveals. After barely escaping the explosion, Delinda finally gets the chance to tell Danny her secret. A kidnapped Sam proves to be a tough girl after all, when she tries to escape from her captor thousands of feet in the air. If that isn't enough for one casino to handle, they now have to meet the new mysterious Montecito owner, AJ Cooper.
About This Show
- Summary
This fast-paced, sexy drama follows the elite Las Vegas surveillance team charged with maintaining the security of one of Sin City's largest resorts and casinos. Oscar and Golden Globe Award nominee James Caan stars as Ed Deline, the head of the surveillance team for the Montecito Resort & Casino. With his protégé, Danny McCoy a former U.S. Marine and Las Vegas native, they deal with card-counting cheaters, costly streaks of random luck and rival casinos stealing their big-money players.
Genre: Drama
Network: NBC
Time Slot: Fridays at 9pm
Status: Airing
Original Air Date: Sep 22, 2003


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By Doreen Hannes September 9, 2010 NewsWithViews.com Throughout this nation it is becoming commonplace for state and federal governments to raid food buying clubs, private food co-ops, family farms and even micro farms. The reason these raids are taking place is that the FDA has determined that we are not smart enough to decide... »
Archive for September 9th, 2010
Even America's liberal elites concede that Obama's Presidency is crumbling
By Nile Gardiner TelegraphUK September 8th, 2010 Democrats in Congress are no longer asking themselves whether this is going to be a bad election year for them and their party. They are asking whether it is going to be a disaster. The GOP pushed deep into Democratic-held territory over the summer, to the point... »
ExpressUK Wednesday September 8,2010 FOOD prices have soared in the past year, sparking fears that Britain's most vulnerable families face a hard winter. The cost of staples such as bread and pasta have risen the most, growing by 5.6 per cent since August 2009. Food on average costs 3.8 per cent more than it... »
Global Collapse of the Fiat Money System: Too Big To Fail Global Banks Will Collapse Between Now and First Quarter 2011
When Quantitative Easing Has Run Its Course and Fails by Matthias Chang Global Research August 31, 2010 Readers of my articles will recall that I have warned as far back as December 2006, that the global banks will collapse when the Financial Tsunami hits the global economy in 2007. And as they say, the... »


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The Charleston Jazz Orchestra's hero is undoubtedly the Count Basie Orchestra. CJO draws on the Basie band's long tradition of musicality, precision, and most of all, its swing. For its inaugural season, CJO presented one of its most beloved shows, Countin' On Basie – a collection of hits paying homage to William "Count" Basie, one of the greatest American bandleaders of all time. Over its eight decades of performing, the Basie band has employed South Carolina musicians, giving it a feel that comes naturally to the Charleston area's own ensemble. No band has had more of an impact on swing with its jumpin' beat and free swinging style. This time around, for CJO's second show of its fifth anniversary season, Maestro Charlton Singleton returns with Basie, presenting music from the album The Complete Atomic Mr. Basie. The 1958 critically acclaimed recording is widely considered Basie's best. The album name speaks for itself, featuring epic arrangements by the legendary Neil Hefi. From the smokin' swing of "The Kid from Redbank," to the stealth swagger of "Midnite Blue," the simple beauty of "Li'l Darlin'," and the great proficiency and precision of "Whirly-Bird," this show is certain to be nothing short of atomic.
CJO Set 1 3-Show passes are on sale and are available here
Charlton Singleton – Bandleader
Robert Lewis – Alto Sax
Jon Phillips – Alto Sax
Mark Sterbank – Tenor Sax
Jack Pettit – Tenor Sax
John Cobb – Bari Sax
Chuck Dalton
Stephan Berry
Cameron Handel
Kevin Hackler
Phil King
Ken Foberg
Teddy Adams
Stephen Spaulding
Rhythm Section
Tyler Ross – Guitar
Gerald Gregory – Piano
Jeremy Wolf – Bass
Ron Wiltrout – Drums
Atomic Basie
VANGUARD SECTION (SEATING SECTIONS A, B, H)Adult – $40.00
Senior (65+) – $35.00
Student (over 18) – $35.00
*Minor (18 & under) – $10.00 **Child (6 & under) – FREE
SAVOY SECTION (SEATING SECTIONS C, E, G, I)Adult – $35.00 Senior (65+) – $30.00
Student (over 18) – $30.00
*Minor (18 & under) – $10.00 **Child (6 & under) – FREE
BIRDLAND SECTION (SEATING SECTIONS C-REAR, E-REAR, D-REAR, H-REAR, F, J)Adult – $30.00
Senior (65+) – $25.00 Student (over 18) – $25.00 *Minor (18 & under) – $10.00
**Children (6 & under) – FREE
*$10.00 tickets with purchase of at least one regular priced ticket.
**Free admission with purchase of regular price ticket.
Must reserve child ticket at time of purchase.
$10 STUDENT RUSH – SET 2 at 10PM ONLY$10 at 10pm Tickets may only be purchased by college students on the day of the show at the Charleston Music Hall. Box office opens at 9pm, 1 hr. prior to show. Must present valid student I.D. Tickets based on availability.


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By Leslie Cauley, USA TODAY
Verizon (VZ) and Apple (AAPL) are discussing the possible development of an iPhone for Verizon, with the goal of introducing it next year, people familiar with the situation say.
It would mark the first time Apple has produced a version of the iPhone for a CDMA wireless network, which is different from AT&T's GSM technology. Vodafone, co-owner of Verizon Wireless, already sells the iPhone in Europe.
The New York-based telecom entered into "high-level" discussions with Apple management a few months ago, when CEO Steve Jobs was overseeing day-to-day business, these sources say. They declined to be named because they aren't authorized to speak publicly.
Jobs is on medical leave until June, but the conversations are continuing, they say. Apple declined to comment on the specific question of whether it is talking to Verizon. The company provided USA TODAY with a prepared statement, culled from comments to investors by COO Tim Cook last week: "We're very happy with the relationship that we have (with AT&T) and do not have a plan to change it." Cook added that "CDMA doesn't really have a life to it after a point in time."
Verizon is in the process of upgrading its network to a fourth-generation wireless technology known as "LTE." It is possible to build phones that work on both CDMA and LTE networks.
AT&T (T) has exclusive U.S. distribution rights to the iPhone into 2010, though specifics aren't known. The deal was struck in 2006, when the iPhone was still on the drawing board. Many telecom analysts expect AT&T to try to persuade Apple to extend the contract for another year, at least.
Should Verizon succeed, it would be a big loss for AT&T, says Roger Entner, head of telecom research for Nielsen. "Breaking the (iPhone) exclusivity with AT&T is a huge thing," he says. "That would send shivers into AT&T's stock and senior leadership."
The power of the iPhone was on full display last week, when AT&T reported stellar wireless results. AT&T signed up 1.6 million iPhone customers during the quarter — 40% of them new to AT&T. Revenue from mobile data was up almost 40%. Verizon reports results today.
By linking arms with Verizon, Entner says, Apple would gain access to its 80 million customers. While a few may already have an iPhone (some people have more than one carrier), the bulk don't.
Regardless, Entner says, Apple would likely maintain ties with AT&T. The biggest winners, by far, would be consumers, he says.
"They could pick the network they wanted to use: AT&T's or Verizon's," he says. "It would finally give consumers choice, and choice is a good thing."
Entner says Verizon would fare well in that fight. While AT&T's 3G network is "somewhat faster," he says, Verizon's network "is generally perceived to be better in terms of reliability."
The biggest loser? "AT&T," Entner says. "It would be a reversal of fortune, because a lot of people who have been disappointed in AT&T's network but love the iPhone would probably" jump to Verizon.
Apple would also benefit, he adds, "because that means they'd have to buy a new iPhone."
Guidelines: You share in the USA TODAY community, so please keep your comments smart and civil. Don't attack other readers personally, and keep your language decent. Use the "Report Abuse" button to make a difference. Read more.


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Protocole XXL watch
Watch G0A33147
Piaget Protocole XXL watch , 43.5 mm x 46.5 mm. Case in 18K white gold set with 66 baguette-cut diamonds (approx. 8.6 ct) and 247 brilliant-cut diamonds (approx. 2.9 ct). Dial in onyx with hour markers set with 35 baguette-cut diamonds (approx. 1.7 ct). Crown set with one brilliant-cut diamond (approx. 0.2 ct) and 16 baguette-cut diamonds (approx. 0.1 ct). Buckle set with 7 baguette-cut diamonds (approx. 0.6 ct). Manufacture Piaget 830P ultra-thin hand-wound mechanical movement.
Protocole XXL watch
With its precious extravagance, the Protocole XXL enriches Piaget's aptly named collection of Exceptional Pieces. Combining Piaget's watchmaking expertise with the delicate art of Haute Joaillerie, this watch driven by the 830P ultra-thin mechanical movement with manual winding is adorned with diamonds on all sides. Only exemplary cutting and setting work can achieve such prowess, as each diamond has been sculpted then individually adjusted on every facet of the watch. A shower of gemstones is draped over the white-gold caseband – even the case back is gem-set – while the baguette-cut diamond hour markers display the time on an onyx dial. A charismatic watch only equalled by the exceptional expertise of the Piaget craftsmen.
Metal: White gold
Metal weight (gr): 108.7
Strap type: Alligator
Strap colour: Black
Strap buckle: Folding clasp
Case shape: Rectangular
Case dimension: 43.5 x 46.5 mm
Dial material: Onyx, Precious stones
Dial colour: Black
Dial finishing: Gem set
Index: Batons
Waterproofness: 03 ATM
Specificities: Sapphire case back
Movement: Hand-wound mechanical
Precious stones: Diamond
Semi-precious stones: Onyx
*Piaget luxury watches and jewellery are individually produced and thus the weight and carats of each product can vary from the displayed data.
830P movement
Shape: Round
Functions: Hours, Minutes
Technical features: Balance with screws
Power reserve (in hours): Approx. 60
Frequency (vph): 21,600
Frequency (Hz): 3
Diameter (lines): 12.00
Diameter (mm): 26.8
Number of jewels: 19
Thickness (mm): 2.5
Number of components: 131
Finishing: Engraved coat-of-arms, Bevelled bridges, Blued screws, Circular Côtes de Genève, Circular-grained mainplate


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I hope everyone checked out the first winner of my Halloween DIY Costume Contest, Breanna's Jack-in-the-Box costume. Today I am excited to announce the second winner… Congrats to LaurenConrad.com member Kaycee Radjewski, who submitted the cutest 50 Shades of Grey-inspired costume. Not only did her costume turn out cute as pie, the idea behind it is so creative and in-tune with 2012's hottest book. (I love topical costumes like this, don't you?) Without further ado, here is Kaycee's tutorial on how you can make your own 50 Shades-inspired costume.
XO Lauren
50 Shades of Grey Costume
Hi everyone, it's Kasey. When deciding on my Halloween costume this year, I wanted to come up with something that has not been done before. I began to think about what was popular this past year and 50 Shades of Grey popped into my mind. I tried to think of a person from the book that I could dress up as, but that proved to be too difficult, so I decided to do a literal interpretation of 50 Shades of Grey! Even if you haven't read the 50 Shades trilogy, chances are you have heard of it!
- an old pair of grey dress pants (I thrifted mine!)
- sewing machine or needle and thread
- ½ yard of grey sparkly tulle (for a more voluminous skirt, but one full year of tulle)
- 50 different grey paint samples (most home improvement stores will give them to you for free or for a few dollars)
- scissors
- seam ripper
Step 1: Cut both of the legs off your pants so you are essentially left with a skirt.
Note: Steps 2-4 will explain how to make ruffles from the leg pieces that you just cut off in Step 1. If you prefer, you can also make the ruffles out of any grey fabric of your choice!
Step 2: Use your seam ripper to remove both seams from your leg pieces. You will now be left with four pieces. Next, cut each of those pieces in half lengthwise, which will leave you with eight pieces. You may need to trim these pieces a little bit so that they are even in width.
Step 3: Next, using your sewing machine (or a needle and thread), sew a ¼ stitch from the top, across each of the eight leg pieces leaving an inch of extra thread on each side for easy gathering. (If you have a hard time gathering, you may try increasing the stitch length, and decreasing the tension on your machine.)
Step 4: Begin forming the ruffles on each piece by gently pulling on the bottom thread (bobbin thread), and slide the ruffled toward the middle of each piece.
The ruffles should look like this:
Step 5: Next, cut your tulle into three 6-inch wide strips that are about 60 inches in length, and repeat the same process in Steps 3 & 4 to create ruffles out of your tulle. (If you choose to buy a whole yard, you should be able to make three more 6-inch wide strips to add more volume to your skirt.
Step 6: Now you can begin to add the ruffles to your skirt piece (from Step 1). I started by pinning three of my solid grey ruffles in one row around my skirt, just below the belt loops. I had to loosen up the ruffles on each piece slightly so that they would fit around the skirt. After they were in place, I sewed them onto the skirt, being careful to avoid sewing on the zipper.
Step 7: Next, sew on your tulle ruffles so you have alternating tiers between the solid ruffles you just sewed on in Step 6. (Note: You will see that I had started to add the paint samples to my skirt BEFORE all of the ruffles were sewn on, I would not recommend this. They will get in the way as you are trying to sew the rest of the ruffles on. I was a little too eager to see what it was going to look like I guess! Wait until all of your ruffles are attached before adding the paint samples.)
Step 8: Now you're ready for the most important part of the costume— adding the 50 shades of grey!! I cut my paint samples into individual squares and spaced them out along the edge of each ruffle (as you can see, in the above picture!). I began to hand sew each one on by hand, and it was taking forever, so I tried using my machine to sew them on and it worked great & was much faster!
The rest of the costume can be open to your own creativity, but make sure everything is grey! I went with grey leggings, grey booties, a grey headband, and grey makeup! I also added a pair of plastic handcuffs (bought from the dollar store) to one of the belt loops as a little extra clue to the costume. The shirt I am wearing displays a quote from the 50 Shades books. This "Laters Baby"shirt was purchased from Etsy.com this past summer, and happened to work perfectly with my costume! A plain grey shirt would also work just fine (and you could even write the phrase on your shirt too using some t-shirt paint or a marker)! Use your own creativity and have fun with it!
Are you going to give this costume a try?
For more Halloween fun and costume ideas, click the photo below and scroll down!
You might also like…
10 Hallowee Costume Ideas
October Styling Ideas
Tuesday Ten: Crafty & Creative Halloween Costumes
Halloween DIY: Rock Paper Scissors Costume


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Microsoft has released a slew of security updates, including fixing two sets of vulnerabilities that are being actively exploited by in-the-wild attacks. But for the first time ever, Windows XP holdouts didn't receive any related security updates.
Microsoft published eight security bulletins Tuesday -- as part of its regularly scheduled monthly patch release cycle -- including fixes for 13 different vulnerabilities in Windows, Internet Explorer, Office, SharePoint Server, Group Policy preferences, as well as the .NET Framework and iSCSI.
Microsoft's cumulative IE security update includes a fix for an "out-of-band" patch that it originally released May 1, to patch a critical IE bug (CVE-2014-1776) that Google's security team found was being actively exploited by attackers to remotely execute arbitrary code. In a surprise twist, Microsoft had released the patch for Windows XP, which it officially stopped supporting last month.
Microsoft also issued a fix for a new critical IE bug Tuesday, saying that it was aware of limited, targeted attacks that attempt to exploit this vulnerability.
[Should government investigators be given expanded powers to battle cybercriminals? Read FBI Seeks License To Hack Bot-Invested PCs.]
Wolfgang Kandek, CTO of Qualys, described the patch in a blog post as "another surgical fix" similar to the May 1 patch. He noted that anyone who has yet to install the May 1 patch -- aside from XP users -- can install Microsoft's May 13 update instead, because it includes the fix.
Microsoft said that most customers have automatic updating enabled and will not need to take any action because this security update will be downloaded and installed automatically.
According to Dustin C. Childs, group manager for incident response communications at Microsoft's Trustworthy Computing Group, the IE update should top the list of enterprise patching priorities, followed by installing fixes a vulnerability in the MSCOMCTL common controls library included in Office -- which Microsoft said is also being actively exploited by in-the-wild attacks -- and a Group Policy preferences flaw.
Kandek concurred with that patch prioritization assessment, noting that the MSCOMCTL fix comes in the form of a new DLL that has ASLR set, an easy fix for the developers to implement (basically a recompile), but one that took extensive testing as this DLL is widely used. Thanks to ASLR -- address space layout randomization -- the update will also better block future attacks. Meanwhile, Kandek added, the Group Policy patch prevents the storage of credentials in Group Policies, where they are relatively easily accessed by hackers and pen testers alike.
CrowdStrike CTO Dmitri Alperovitch, via Twitter, lauded the latter fix. "Very good security update from Microsoft today that disables a number of password dumping tools including Mimikatz," he said.
Rounding up other security updates, any business that uses SharePoint should also prioritize a related patch from Microsoft, Kandek advised, especially if you expose SharePoint to the Internet. That's because the patch fixes a flaw that would allow a remote attacker to upload files to SharePoint and trigger remote-code execution, thus allowing the attacker to take control of the server.
"The silver lining is that this is what's known as an authenticated vulnerability,Mathew Schwartz served as the InformationWeek information security reporter from 2010 until mid-2014. View Full Bio


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Music's Got 99 Problems, and Jay Z Ain't One
According to a recent report, Justin Bieber's mom -- who we'll just call Mama Bieber -- is planning to launch her music career.
Yes, that means exactly what you think it does. Two Biebers will be working the fame-whore stroll -- probably together, since rumor has it that they're recording a duet. We know what you're thinking: The world doesn't need a Bieber duet, and we'd have to agree with you. The last thing we want to see is more Bieber headlines, about mother or son. They've done enough already.
And the idea of a Bieber duet may be a travesty, but so are a lot of things happening in music at the moment. Miley's tongue shoved down Katy Perry's throat is a prime example. So much wrong; so little right.
So you may be having girl problems, and we do indeed feel bad for you, son. But the real issue here is that music's got 99 problems, and a bitch still ain't one.
Upcoming Events
Steve Earle & the Dukes
TicketsMon., Jul. 3, 7:00pm
Def Leggend
TicketsSat., Jul. 8, 7:00pm
World Famous Gospel Brunch at House of Blues Houston
TicketsSun., Jul. 9, 1:30pm
TicketsSun., Jul. 9, 6:30pm
One Ok Rock
TicketsWed., Jul. 12, 6:00pm
99. Chief Keef
98. Future's Honesty
97. '90s nostalgia
96. Mama Bieber
95. Justin Bieber's tattoos
94. Lists
93. Overpriced summer festivals
92. 2 Chainz
91. Egos
89. Timber
88. RiFF RaFF's braids
87. Tribute albums
86. Tour riders
85. Groupies
84. Lana Del Rey
83. Man-leggings
82. Skrillex hair
81. Digital technology
80. Celebrity cruises
79. The Voice
78. Irony
77. Farrah Abraham, aka Teen Mom
76. "Fan experiences"
List continues on the next page.
75. Ke$ha's pee [Sorry, Kesha's pee -- ed.]
74. Lady Gaga's wig
73. Producers
72. Glee
72. Cell phones
71. American Idol
70. Concert etiquette
69. The Great Gatsby soundtrack
68. Fall Out Boy
67. Bob Dylan commercials
66. Disney
65. Artist endorsements
64. Corporate radio
63. Cassette revival
62. Artist collaborations
61. Felony egging
60. Deathgrips concert-trolling
59. #Hashtags
58. Corporate scalping
57. "The Accidental Racist"
56. Ticket fees
55. Pop-punk
54. Tweens
52. Shoutouts
51. Chris Brown graffiti
List continues on the next page.
50. Purple drank
49. DJ Paris Hilton
48. "Live" albums
47. Flo Rida tantrums
46. Censorship
45. "Bound 2"
44. Bauuer
43. Flash mobs
42. Harlem Shakes
41. Nu-metal
40. Elitism
39. Backing tracks
38. Stage-diving Miguel
37. Concert sponsors
36. Justin Bieber's blurred penis
35. Sexism
34. Angry Chris Brown
33. Dubstep
32. Twitter rants
31. "Wrecking Ball"
30. Nashville New Wave
29. "Achy Breaky Heart 2"
28. Hip-hopera
27. Hipsters
26. Twerking
List continues on the next page.
25. Stone Temple Pilots with Chester Bennington
24. Queen with Adam Lambert
23. Fake accents
22. Lilly Allen's opinion
21. Unnecessary! Band Name! Punctuation!
20. Subgenres
19. Hipster beards
18. Lady Gaga collaborations
17. Crowdfunding
16. Bangerz
15. Miley's tongue
14. #Selfies
13. Molly
12. Boy-band nostalgia
11. Ryan Seacrest
10. Will.i.am
9. R. Kelly's Black Panties
8. R. Kelly's White Panties
7. Mass media
6. Bro-country
5. Cultural appropriation
4. R. Kelly
3. The Internet
2. Rape anthems
1. Auto-tune
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|10 trades worth the Celtics' while: Part 4
|01.13.15 at 9:00 am ET
A major theme of the rebuilding Celtics has been that no player is safe from being traded for the betterment of the team — something Danny Ainge has shown the willingness to do throughout his career (and now once again by trading Rajon Rondo). Here are some trades that make sense for the mess that is the Boston Celtics. Again, these specific trades are not rumors, simply ideas. This is part four.
Well, Danny Ainge is certainly doing a good job of trying to put this series out of ideas. Part one was built on a Rondo trade and parts two and three both featured Jeff Green, who is now a member of the Grizzlies. In the meantime, Ainge also found time to flip Brandan Wright to the Suns, and now begin talks with the Clippers about acquiring Austin Rivers — who was part of the return in the Green deal from the Pelicans. Needless to say, it was a pretty busy weekend for the C's front office.
One obvious piece remains on this Celtics' squad that just doesn't fit: Brandon Bass. There are limited options out there — the Cavs just added Timofey Mozgov and most of the buyers out West have found deals — but one destination stuck out to me.
BLAZERS GET: Brandon Bass
CELTICS GET: Thomas Robinson and Dorell Wright
As great of a teammate as Bass is, he just clearly is no longer of value to the Celtics. The Blazers on the other hand, could definitely use a boost off the bench of Bass' caliber in the ultra-competitive Western Conference. In return, they give Boston two players that are hardly playing, but from Ainge's point of view, he gets a free look at a former top-five pick on the last year of his rookie deal in Robinson.
Both Robinson and Wright come as expiring contracts (Wright wouldn't figure into the rotation at all), so at worst Ainge lets both walk in free agency as he would with Bass. But if Robinson were able to flourish in his last chance to prove himself, Ainge may be able to find a hidden gem if he were to re-sign Robinson on a cheap deal. If the move paid off, Ainge would be adding another youthful asset that he likely otherwise would not have had access to (or a good enough evaluation on to go and sign).
Odds are that the former No. 5 overall pick would move on at season's end, especially considering Boston seems to like Jared Sullinger, Kelly Olynyk and Tyler Zeller. But again, if that were the case no harm to Ainge, he simply would clear the cap space he would have anyways when Bass finished up his time in Boston. Nothing fancy here, just a simple trade that seems to make sense for both parties involved.
|5 things we learned in the Celtics' win over the winless 76ers
|11.19.14 at 9:39 pm ET
The Celtics arrived in Philadelphia on a three-game losing streak, but they had to feel confident knowing they would be facing off against a horrid 0-10 76ers team.
In the end, it wasn't pretty, but the Celtics got the job done with a 101-90 victory for their second road win of the season, improving to 4-6 overall.
Here are five things we learned in the victory:
The Celtics came into the game sporting the third-best offense in the NBA, but the scoreboard read just 46-46 at halftime. The C's matched the 76ers with 10 turnovers while getting outrebounded 27-19 by Philly — never good things when facing a winless opponent that ranks last in the league in rebounding.
Had it not been for 12 points from Brandon Bass off the bench, this one could have slipped away early. Bass was really the only player that put forward a noteworthy performance in the first half — he shot 5-for-8 in his 13 minutes.
Brad Stevens would have been in a whole lot of trouble in this one without key contributions from veterans off the bench. Bass' strong first half carried over to the second half, while Marcus Thornton came up big as well.
Bass wound up with a game-high 23 points to go along with six boards, and Thornton finished with 13 points while also coming up with four steals.
|Asset Management: Brandon Bass' Celtics future
|10.28.14 at 4:09 pm ET
I think we can all agree the Celtics won't be raising banner 18 in the immediate future, and more likely than not the 2014-15 NBA season will result in another lottery pick come June, regardless of how ardently Rajon Rondo, Avery Bradley & Co. argue the contrary. It's been a year since Danny Ainge traded Paul Pierce and Kevin Garnett to the Nets, launching the process of stockpiling draft picks and cap-friendly contracts. Since the Celtics failed to cash in those commodities in exchange for fireworks this summer, this season's preview will have a Wyc Grousbeck theme, focusing on the hodgepodge of C's pieces in a series we'll call Asset Management. Next up: Brandon Bass.
The Celtics shopped Bass at the trade deadline, and over the summer we learned from Grantland's Zach Lowe that team president Danny Ainge has "tried like hell" to move the veteran forward. Yet, he remains in Boston. For now.
The Bass experience has been a strange one. He collected 20 points and 11 rebounds in his first game for the Celtics — on Christmas Day of the lockout-shortened 2011-12 season — and then came off the bench for a few months as he adjusted to Kevin Garnett's defensive demands. Doc Rivers finally inserted Bass into the starting lineup around the All-Star break, the C's won 60 percent of their games down the stretch and they made a surprising run to the 2012 Eastern Conference finals, aided by 27 points from Bass in Game 5 against the 76ers.
Boston came to love Bass for his understated, undersized and — at the time — undervalued effort. The 6-foot-8, 240-pound brick quietly protected the paint defensively and knocked down mid-range jump shots at a remarkable rate (49 percent) offensively in 2011-12. He was an appropriate complement on a team that still required touches for Garnett, Paul Pierce, Ray Allen and Rajon Rondo.
The ensuing summer, Bass signed a three-year, $19.35 million contract that seemed appropriate for a 27-year-old starting power forward on an Eastern Conference contender. And then everything went south.
|2014 NBA free agent power forwards available to Celtics
|06.30.14 at 2:35 pm ET
With NBA free agency opening Tuesday, we continue our annual examination of the options available to the Celtics at each position. Today's focus: Power forwards. Unlike recent seasons, C's president of basketball operations Danny Ainge is expected to have more flexibility than any summer since 2007 when the league's moratorium on free agent signings is lifted and the salary cap (an estimated $63.2 million) is officially set on July 10.
- 2014 NBA free agent point guards available to Celtics
- 2014 NBA free agent shooting guards available to Celtics
- 2014 NBA free agent small forwards available to Celtics
The Celtics have eight players under guaranteed contracts in 2014-15 for $48.5 million (Rajon Rondo $12.9M; Gerald Wallace $10.1M; Jeff Green $9.2M; Brandon Bass $6.9M; Joel Anthony $3.8M; Vitor Faverani $2.1M; Kelly Olynyk $2.1M; Jared Sullinger $1.4M) as well as $4.1 million in cap holds for first-round picks Marcus Smart and James Young. Pending decisions on or by Kris Humphries, Avery Bradley and Jerryd Bayless, the C's could have as much as $10 million in cap space — or more if they use the stretch provision on Wallace.
As currently constituted, the Celtics already have a logjam at power forward with Bass, Sullinger and Olynyk on the roster, but all three of those names will continue to be raised in trade discussions as Ainge straddles the fence between rebuilding and reloading this summer. As the C's retool the roster, any combination of that trio could need replacing through free agency. Just don't hold your breath for Chris Bosh or Dirk Nowitzki.
Without further ado, let's take a look at their options, separating the current free agents into three categories.
|Brad Stevens sends a clear message to his Celtics: 'We've got to have a defensive DNA'
|04.17.14 at 9:30 am ET
Brad Stevens saw a lot in his first season in the NBA as a head coach.
After the 57th and final loss of the season, he gave some insight as to what he learned from his maiden voyage in the pro ranks of basketball.
"I think the best thing I learned is that this is not fun to not win but it doesn't define who you are or how you go about your business. One of the things that I'm probably most happy about with our team is that they didn't change necessarily who they were. They didn't let the losing or the multiple losses affect them or their approach, and I hope that I was the same way."
The best advice for what would be a long season came at the start of the season, when Celtics assistant coach and long-time NBA veteran coach and scout Ron Adams offered some perspective on patience.
"I learned a lot about the NBA game and how it's played," Stevens said. "It's a different kind of basketball. Ron Adams told me at the beginning of the year, 'If I went and coached high school after 22 years coaching in the NBA, I wouldn't know what's going on. It's 32 minutes, no shot clock. I'd really have to adjust to that.' I think that's probably true no matter which way you go. But it is an adjustment. The part I felt most comfortable was in the game, once we got used to the time outs, the 24-second clock and all that other stuff."
All that other stuff for Stevens starts and ends with better and more consistent defense. It's what separates talented teams from winning teams in the NBA. It's what separates teams that can close out games and protect leads from those – like the 2013-14 Celtics – who lose close games time after time down the stretch. Stevens very rarely called his team out after games of this lost season, with a notable exception coming after a lackluster home loss to the Sixers on April 4. But after the final game Wednesday, a 118-102 defenseless loss to the playoff-bound Wizards, he delivered a clear and present message to any player that might return next season.
"So there's a couple different ways to look at it: are you going to get better in your role, or are you going to expand your role? What I mean by that is: are you going to get better at what you do well, or are you going to get better at some other things that make you, that give you the chance to instead of be the eighth guy be the fifth guy, instead of be the fifth guy be the third guy. We have a lot of great data to be able to share and subjective thoughts as well, and I think we can get better with the guys in the room. I think we clearly are going to need to add to our team to be better, but I told them at halftime, I said, 'We can start it on October 1st or we can start it right now.' That is, we've got to have a defensive DNA to start next season at a little bit different level than I thought we did at the end of this season. I thought we tried to compete defensively early-on in the year; I didn't think we made the strides that I would've liked to have made."
Stevens took the time Wednesday at halftime of a game in which they surrendered 38 points in the first quarter and 68 points in the half to remind his team of exactly what he will expect going forward.
"At halftime, I was obviously disappointed in our defensive effort," Stevens said. "I knew, just look out there, we were undermanned a little bit, but I thought we could play better defensively and it thought we came out in the second half with a great deal of spirit and fight, a little bit more aggressiveness, and it was great until we were worn out. And I thought we wore out and we didn't have any juice in the last 10 minutes or so, prior to that little run at the end. Credit them; they put us in a world of hurt in a lot of different match-ups. It's a good basketball team who's playing well right now, who, as I said earlier, is really sitting pretty for the future because they've got really good players at the one and the two that are both very young, that have a chance to be elite at their positions."
|ESPN's Tom Penn: 'I think there is significant interest' in Kris Humphries
|02.19.14 at 1:39 pm ET
With Thursday afternoon's trade deadline approaching, ESPN NBA analyst Tom Penn said Wednesday is the day to look for deals to take shape.
"Today's always 'real deal' day," said Penn, who will appear on ESPN's "Trade Deadline Special" Thursday at 3 p.m. "You start finally talking real deals, and then you'll try to get them done tomorrow, and I expect to see quite a bit of movement. On a macro-picture, with the West being wide open, everyone should be looking to upgrade. In the East, strangely, you have some teams trying to get as bad they can get, so you have deals going in every direction."
Penn worked as assistant general manager for the Grizzlies and then vice president of basketball operations for the Trail Blazers, and he has direct experience negotiating with Danny Ainge.
"Danny's a pro," said Penn, "a pro's pro. He's done everything in this league, and he's had success making mega-deals and making smaller deals. He's not bashful about asking for what he wants."
Added Penn: "With Danny, he was always very confident in what he had and very direct in what he wanted to do. He tended to offer deals that were really good for the Celtics and really not so good for the other team, and he did so unashamedly."
A major deal for Rajon Rondo seems unlikely, but Penn identified Kris Humphries and Brandon Bass as the C's two most desirable trade assets.
"The main challenge finding a match to give the Celtics what they want," explained Penn. "Humphries [earning $12 million this season] is a lively big on an expiring contract, so I think there is significant interest in getting him, but his contract is the only significant expiring contract for the Celtics.
"Keith Bogans can go away, we know that, but the Celtics really need that money to go away. So they would be looking for a different combination of one-year expiring contracts and then something for the trouble, right? So that's harder to see a match when you factor in what they need."
Bass, who has another year left on his contract, is the most likely Celtic to be moved.
"A player like Brandon Bass is very valuable this year and next year to whoever's looking at him," Penn said. "His salary is [$6.4 million], and he's been proven to deliver in the playoffs [most notably an 18-point quarter in game five of the 2012 Eastern Conference semifinals against the 76ers]. He can spread the floor, make shots, and isn't going to hurt you too bad defensively.
"Unlike Humphries, who you're just renting for the rest of this season, with Brandon you have in the fold for next year and see if he fits with you longer term. In Bass' case, it's easier to give up more of what the Celtics want — a younger piece, or a draft pick — when you know you have this player for two years."
The NBA trade deadline is Thursday at 3 p.m.
|Chris Mannix on D&C: Rajon Rondo will 'be with this team through the offseason'
|02.12.14 at 11:21 am ET
Sports Illustrated NBA writer Chris Mannix talked with Dennis & Callahan on Wednesday about Rajon Rondo, trade rumors, the NBA draft and more. To hear the interview, go to the Dennis & Callahan audio on demand page.
Mannix predicts that Rondo will remain with the Celtics this year, and Danny Ainge will look to keep him on board for the long term if he shows an ability to work with the team's new coach.
"I think he's a guy that Danny wants to build around if he gets along with Brad Stevens. … It's still very much a wait-and-see situation with Rondo," Mannix said. "You've got to see what you get from him next year. He's not going to get traded before this year's trade deadline, he's going to be with this team through the offseason."
Mannix didn't guarantee Rondo would be in Boston after the season, saying Ainge would always listen to offers.
"If Danny gets a monster offer for Rondo, I don't think he's attached to him in the sense that he's untradeable," Mannix said. "But I think it's going to take a huge, All-Star level Kevin Garnett or Ray Allen type of offer."
Jeff Green, who has been part of recent trade rumors, might be writing his ticket out of town due to his inconsistency, following a strong start to the season.
"He was off the table in the Omer Asik trade about a month ago," Mannix said. "I remember talking to people in the organization and there was no way they were going to trade Jeff Green in an Omer Asik deal. They thought Green was too valuable in the short term and the long term. Now, a month and a half later, and we're now realizing that Jeff Green is kind of this Jekyll and Hyde type of guy where some nights he can go for 30, other nights 2-for-12 from the floor and totally vanish."
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Michigan Coach Tommy Amaker
On the rebounding and foul shooting difficulties against Wisconsin ... "We still have not really solved that from our previous games - to be able to keep people off the glass - but one thing we did do better this time was we didn't turn it over as much. As you mention foul shooting, the number of times they were able to get to the line and convert and also second chance opportunities that they were able to seal. You have to take your hat off to a kid like Mike Wilkinson, who we knew coming into the game was one, of or if not the best, player in the conference. He certainly had a career game this afternoon."
On free throw shooting ... "You see it happen all the time where a team is doing a certain job in that area and all of a sudden for whatever reason it goes out the window. It went out at a critical time for us and obviously we spend a lot of time emphasizing that within our program but it wasn't there for us this afternoon."
On being active on defense ... "We were pretty active. We kind of made the game a little disjointed where we were scrambling a little bit in terms of doubling here and there. As you mentioned those two guys in particular, Courtney (Sims) and Brent (Petway) did a nice job a blocking some shots and we have to do a better job of having our guards rotate down when they go and try to make a block. We have to rotate down and take their man who is coming over and leaving to block a shot. The rotations have to be better for us and they had a couple fortunate bounces that they were able to put back in."
On Brent Petway's double-double ... "It is very encouraging, especially with his shoulder still being wrapped up. He battled. With 10 points, 10 boards, and five blocks, he giving us a great deal of energy out on the floor and we need more of that and we have to see if we can find that from other people as well."
U-M Junior Forward Graham Brown
On the game ... "I think we came out and played hard today. Wisconsin was the better team out there today. They fought the whole game, they fought for 40 minutes, and I think we let up at times. We had them on our backs for awhile and we were doing the best we could to win the game but they were able to pull out the victory today."
On the team's overall offensive struggles ... "In other games, we relied on our defense to cause us [to produce] offense. Our defense was okay today but our offense was just not there today and it was kind of stagnant at times and sometimes that happens. Other guys need to step up like myself. I didn't have a very good game today. We need to finish down low like coach always says, and I had a problem with that today and I'm going to have to work on that."
U-M Sophomore Forward Courtney Sims
On the team's rebounding problems ... "They really battled us on the boards and they did a better job rebounding the offensive boards. We had trouble boxing them out . Everybody was crashing. They are long, athletic, and tough, so they are a tough team to handled on the boards."
Wisconsin Coach Bo Ryan
On out-rebounding Michigan ... "If you look at this game and break down each one of those, I think I have a feeling that we were the beneficiary of a couple of tip-tips just out of their reach. They had some good position at times and sometimes it was just how hard we shot. If the ball hits hard off the rim and your not shooting it very well, the ball is loose for anybody. I think we had a couple of those too."
On Horton and Harris ... "I have seen those guys knock down [three-point baskets]. We know as far as range, Horton and Harris can hit those shots. When they don't go down, it makes it tougher. Inside, I thought our post defense was pretty decent. The way we kept the perimeter fairly honest, they still had 15 points on 17 shots. For those two guys, we just have to keep trying to work them. We know what they can do."
Wisconsin Senior Mike Wilkinson
On Courtney Sims and Graham Brown ... "They are great talents. I played against Courtney last year and Graham for the last two. You are kind of familiar with them; you have a feel for what they are going to do as you do for most Big Ten players you have been around before. We just tried to make them work for everything. Courtney knocked down some tough shots and, unfortunately, Graham missed some. They are both good players and you just have to make them work."
Contact: Tom Wywrot (734) 763-4423
» Learn about Michigan men's basketball season tickets for the 2017-18 season.


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Tougan Melon
Inventory, lb : 0
The size of Tougan melons may vary; a large one can weight up to 22 pounds (10kg). The color of the skin is dark green and the inside is white. The taste of the Tougan melon is bland, its best to enhance it's flavor in it's preparation. There are two main types of Tougan melons. The first one is called a Daimaru Tougan melon. In Japanese daimaru means big and round. The second one is called a Naga Tougan melon, and has a long cylindrical shape. In Japanese Naga means long. A fully ripened Tougan melon is normally covered by white powder called bloom.
Tougan melons are available from summer to early fall.
Current Facts
Tougan melons are in the Cucurbit family.
Nutritional Value
Tougan melons contain plenty of potassium that have a role to excrete sodium from the body which can prevent high blood pressure. Additionally, they can prevent myocardial infarction, cerebral infarction, and arteriosclerosis. They have diuretic effect and they have been used to reduce swelling in a part of the body. They are rich in vitamin C that can prevent catching cold. Tougan melons are 95% water, so they are low in calories.
Choose a Tougan melon that is heavy and has no wrinkles or scratches. Make sure the skin has a bright dark green color when you are getting the Tougan melon that is not covered with bloom. It may last for couple months by keeping it in a dry and dark place. If you are buying a Tougan melon that has been cut into half, the inside should be white not brown; seeds inside should be tightly packed. There are two main types of Tougan melons, gourd strips in sushi rolls are made from a yougao and a shiro uri these are different types of Tougan melons.
Ethnic/Cultural Info
The word Tougan written in Japanese is made out of two kanji characters. The first kanji means winter; the second kanji means a melon. The name, Tougan means that they can be stored until winter after harvesting during summer.
Tougan melons are originally from India. They came to China in the 3rd century, then Japan in the 5th century. In Shosoin document from Nara era, there is a description of Tougan melon (Kano melon) as well as in Honzouwamyou document from Heian era that indicate an existence of Tougan melons since ancient time. Okinawa prefecture, Aichi prefecture and Okayama prefecture are the main prefectures that grow Tougan melons.


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Transform A Dress You Already Have Into A Prom-Worthy Look For Under $25!
He Texts: "If ur not going to prom yet, want 2 go together? y/n"
What It Means: Don't mistake his casual attitude for not caring. He's hiding behind his phone because he's feeling shy and scared of being rejected. If you want something to happen you'll need to take charge on the big night. When a slow song comes on, say something like, "I love this one— you have to dance with me!"
He sends you a series of Snapchats that spell out "prom?"
What It Means: Aw, sweetie alert! He's focused on doing something creative and nice for you, not on making himself look cool. On prom night, expect lots of romanticness—roses, compliments, the works! But don't forget about him. This sentimental dude will be psyched if you acknowledge his sweet moves.
12 Totally Killer Prom Looks


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Literary criticism in the 21st century: "Before we knew it, the Age of Margarine was upon us – not golden, but bright yellow, and full of suspicious adulterants."
• Positive results of a book clearout, plus additional bookshelf porn.
• Positive reader reviews for sale in bulk.
• I'd be more interested in the original scroll version of On the Road if it looked like this.
• The beneficial effects of hiring an agent: "The book, formerly titled Every Day I Know Less and Less: Postcards From the New Times Square, has been sold to Denise Oswald of Soft Skull as Last of the Live Nude Girls."


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Avis Hilo Intl Airport Car Rentals (ITO)
Location Contact Information
Avis Car Rental
Hilo Intl Airport
Hilo Intl Airport
Address:Phone Number:
1 General Lyman Field Suite 15
Hilo (Hawaii), HI, 96720, U S A
Hilo (Hawaii), HI, 96720, U S A
808-935-1298Hours of Operation:
Sun - Sat 6:00 AM - 9:00 PM
Other Avis Locations near Hilo Intl Airport
Reserve a Rental Carclose window
Additional Location Information
- Park & lock the car. Place the completed contract & the keys in the key drop box located on the back of the rental office (facing the parking lot). Remember to take your personal belongings with you.
- Proceed directly to Avis facility located across the street from the baggage claim area. An Avis representative will be ready to assist you.
Proceed to the Avis counter in the baggage claim area. Rental cars are parked outside the baggage claim area.
Follow airport signs for "Arrivals" or "Baggage Claim". They will lead to the baggage claim area entrance. Proceed inside to locate the Avis counter. Rental cars are parked outside the baggage claim area.
Check Rates at Hilo Intl Airport
Hilo (Hawaii) Rental Car Deals
More money to spend on the road.Pay Now and Save Up to 30%
You could keep more money in your pocket with online PAY NOW rates. How much money you ask? Up to 30%. Just pay with a credit card at the time of reservation. If discounted PAY NOW rates are available for your car rental, you'll see a "PAY NOW ONLINE" rates advisory on the car selection page during your online reservation.Terms and Conditions
Prepay Terms and Conditions will be presented on Step 3 of the reservation process.
Avis Locations Near Hilo (Hawaii)
- Kona Intl Airport At Keahole Car Rentals - (65.0 miles)


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It only takes a minute to get started. Fill out our simple sign up form and login to the site.
This step is optional but will dramatically increase your chances of getting interest from other Christian members on the site. Type a little about yourself, your pasttimes and upload your best photograph.
Utilise our website's advanced search to encounter members who match your needs. Or just flip through listings of Christian singles and encounter members that you find attractive.
Found someone who appeals to you? Drop them a line or just a wink and find out if they're interested in you. With a little luck you'll be on your way to locating the love of your life.
You won't regret it


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FBI Most Wanted
Compiled from FBI Most Wanted lists.
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