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The Ford Mustang defined the pony car segment in 1964 and was a runaway sales success. It helped create a niche that exploded in popularity with the Camaro, Firebird, Barracuda, Cougar, Javelin, and Challenger. They're all gone now, leaving the Mustang with no direct competition, at least for now.
Fortunately, today's Mustang, introduced three years ago, is a superb example of the genre. The Mustang GT comes with a 300-hp V8 and is an absolute hoot to drive, making all the right sounds, hanging onto corners tenaciously, and delivering thrilling acceleration performance. The American pony car has never been better than the current Mustang GT.
The Mustang is available as a coupe or convertible. The Mustang V6 Deluxe is a nice cruiser and its 4.0-liter V6 engine is a solid performer, all for around $20,000. But the Mustang GT is what the Mustang is all about and the basis of the legend.
For 2008, a new Bullitt model joins the herd. Faithfully styled to celebrate the hero car in the famous chase scene starring Steve McQueen, the 2008 Mustang Bullitt is tuned to a higher level than the standard GT. Some media have positioned the Bullitt as nothing more than a hopped up Mustang, but that sells what's going on here a bit short. Rather than simply bolting on some modifications and re-tuning the setup, Ford took the higher road, thoroughly re-engineering and painstakingly massaging the Bullitt to attain its additional performance. In other words, they did it the hard way, the right way. Ford used technology learned from development of the Shelby cars, and the chief engineer for the Mustang says technology gained from the development of the Bullitt will be used in the next-generation Mustang. In any case, the Bullitt is more responsive than the Mustang GT. We found the Bullitt to be superbly balanced, making for a more enjoyable, more sophisticated car to drive on a daily basis, a car that responds beautifully to the driver's whims. Ford plans to build about 7,000 Bullitt models.
For 2008, three Shelby models are available: The 319-hp Shelby GT comes in coupe and convertible form along with the 540-hp Shelby GT500KR coupe. The Shelby GT500 offers near-Corvette performance and we found it easy to drive, and fun for gymkhanas, race tracks or back roads. Its solid rear axle is bouncy on bad pavement, however, and all this comes at a substantial price increase.
For 2008, front side airbags come standard on all Mustangs, and high-intensity discharge headlights and interior ambient lighting are newly available.
While its styling is retro inspired, the Mustang is a thoroughly modern car. Redesigned from a clean sheet of paper for 2005, the current Mustang is fast and agile, more so than any past Mustangs. It delivers the bold styling, rear-drive performance and affordability that have been Mustang hallmarks for decades, but it's smoother and quieter and better built than older models.
The interior looks like a throwback from the '60s, and we think it's really neat. We just wish the interior materials were a wee better. A navigation system is available and it works well.
The Ford Mustang is an American success story. It holds true to an idea that still appeals to people of all ages, decades after the original was launched; 44 years after it created an automotive niche, the Mustang has returned to its roots and it's better than ever.
The Mustang V6 Deluxe coupe ($19,250) comes with cloth upholstery, one-touch power windows, power mirrors and door locks, keyless entry, air conditioning, AM/FM/CD stereo with auxiliary input jack, tilt steering wheel, cruise control, rear window defroster, a split-folding rear seat, and 215/65R16 all-season tires on steel wheels. Its 4.0-liter overhead-cam V6 generates 210 horsepower. A five-speed manual transmission is standard; a five-speed automatic is optional ($995). The V6 Premium coupe ($20,480) upgrades to painted machined aluminum wheels with chrome spinners, plus a six-way power driver's seat, and 500-watt audio system with six-disc CD changer and MP3 capability.
The V6 Deluxe convertible ($24,075) and V6 Premium convertible ($25,305) are equipped the same as the coupes, except they delete the split-folding rear seat and add a power folding top.
The GT Deluxe coupe ($25,840) adds to the V6 Deluxe a six-way power driver's seat, in-grille fog lamps, a rear spoiler, sport suspension, and 235/55R17 performance all-season tires on painted aluminum wheels. Its 4.6-liter overhead-cam V8 produces 300 horsepower. A five-speed manual transmission is standard; a five-speed automatic is optional ($645). The GT Premium coupe ($27,020) adds a 500-watt six-disc CD changer and Aberdeen leather-trimmed sport seats. The GT Deluxe convertible ($30,665) and GT Premium convertible ($31,845) are equipped similarly.
The 2008 Shelby GT-H coupe ($37,480) and convertible ($44,605) are being offered to the public. Their 4.6-liter V8 makes 319 horsepower and 330 pound-feet of torque. Additional features include unique front fascia, special hood scoop and side scoops, high-flow exhaust, performance suspension, Hurst short-throw shifter, lowered ride height, and 235/50R18 performance tires on polished aluminum wheels. The five-speed manual transmission is standard and the five-speed automatic is optional. GT-H coupes were sold to Hertz rental agencies last year. Ford said production of the 2008 GT-H will be limited to 2300 coupes and convertibles.
The Shelby GT500 comes as coupe ($41,930) and convertible ($46,755), powered by a 5.4-liter supercharged V8 developing 500 horsepower. All Shelby GT500s have a six-speed manual transmission. They have P255/45R18 front and P285/40R18 rear performance tires, Brembo front brakes, and SVT-tuned suspension. All also come with a gas-guzzler tax ($1300). The GT500 comes standard with leather upholstery.
The 2008 Shelby GT500KR features a 5.4-liter V8 rated at 540 horsepower. The GT500KR comes with a short-throw shifter, 3.73:1 gear ratio (versus the GT500's 3.31:1), a carbon-fiber hood with hood pins, and unique suspension tuning. KR stands for King of the Road. The original Shelby GT500KR was offered in 1968 and this model is a 40th anniversary edition limited to 1000 examples.
Pony Packages for V6 models give them the look and handling of a GT. The base package ($750) adds sport suspension, a custom grille with fog lamps, rear spoiler and other visual upgrades. The upgraded version ($1675) adds 17-inch painted aluminum wheels. For 2008, Ford makes 18-inch wheels ($925) available on V6 Premium coupes.
The California Special ($1895) spiffs up a Premium GT with 235/50R18 performance tires on polished aluminum wheels, side scoops, unique tape stripes, bright exhaust tips, black leather-trimmed seats with unique Cal Special contrasting Dove or Parchment inserts, a larger air intake, a deeper chin spoiler, and unique front and rear fascias. The name refers to a limited edition package offered to California Ford dealers in 1968, but this Cal Special is available nationwide. The GT Appearance Package ($245) features bright exhaust tips, an engine cover with a Pony emblem, and a hood scoop.
Option packages for Mustang include a Comfort Group ($575) with an auto-dimming rear-view mirror with compass, heated front seats, and six-way power for the front passenger seat; an Interior
Nothing says modern American sporty car better than the Mustang. Its long hood and short rear deck capitalize on more than 40 years of pony-car heritage. The current Mustang features classic design cues that have defined Mustangs since the 1960s: C-scoops in the sides, three-element tail lamps and a galloping horse badge in the center of the grille. Its menacing shark-like nose is reminiscent of the 1967-70 models.
Yet the Mustang follows modern trends by offering ever-larger wheels, including two distinct 18-inch wheel designs for the GT and a new 18-inch wheel for V6 models. So trimmed, the Mustang looks more aggressively handsome than ever, and much like the concept cars that grabbed everyone's attention at the 2004 North American International Auto Show in Detroit.
And while the Mustang's retro-inspired look pleases the eye, there's a lot of modern technology you don't see, starting with an aluminum hood to trim weight. The modern Mustang is based on the same mechanical platform as the Jaguar S-Type, albeit with some cost-trimming measures such as its live-axle rear suspension.
All Mustang engines are secured to the body with hydraulic mounts, which absorb and counteract vibration and pulsing. By adapting ideas and components from luxury cars, Ford has given the current Mustang a level of sophistication its predecessors never had. Yet the Mustang heritage of low-cost performance and flashy styling has not been compromised one iota.
Like their muscle-era namesakes, Shelby models get unique front grilles and bumper fascia. The GT500 grille is designed to provide a functionally larger and unimpeded air intake, while reducing airflow under the body. The GT500 has a unique hood with dual air-extraction slits. Around back the GT500 has a vintage-style ducktail spoiler on the decklid and a series of four strakes under the rear fascia.
Carroll Shelby's signature striking-Cobra emblem glowers from the center vertical portion of the decklid of the GT500, a characteristically off-center position in the grille, and both front quarter panels. It comes with 18-inch rims with the Ford SVT (Special Vehicle Team) logo. Just as in 1968, the Shelby models are topped by Le Mans-style racing stripes. They look terrific, though we're not sure they should carry down onto the rear bumper where they compete with the rear license plate. GT500 convertibles feature a premium fabric for the top.
The Shelby GT500KR has a carbon fiber hood with hood pins and a unique hood scoop, as well as 40th anniversary Shelby snake emblems.
The Mustang interior is as blatantly throwback as the exterior, but not as well done. It's sporty appearance and straightforward in function, but materials quality is lacking.
There's a heavy dose of 1967 Mustang inside, with the dash divided into distinct right and left pods, blended with modern touches. Chrome-ringed air vents align with the gauges across the dash, and the steering wheel has three spokes with a center hub marked by the horse-and-tricolor-bars logo. While the look is retro cool, many of the materials have a cost-saving look and feel, especially the plastics on the dash panel. An interior upgrade package adds red leather seats, red door inserts and red floor mats on cars with appropriate exterior colors.
Mustang offers an optional color-changeable instrument panel display, with 125 color schemes to choose from. It's a gimmick, to be sure, but it's easy to use, and it can brighten your day, and especially your night, as you drive. We're all for that. Speaking of brightening, however, there's enough shiny metal on this car's dash and steering wheel to create some glare problems for drivers on sunny days (just like in the original Mustangs). The available Interior Upgrade Package, with satin or dark-finish aluminum inserts instead of chrome, goes a long way toward eliminating the feel of cheapness.
These are the good old days in terms of roominess in the Mustang. The 107-inch wheelbase and 187.6-inch overall length of the current model are the longest of any Mustang since 1973, and are within an inch of the dimensions of the 1969-70 model. But Ford has learned something about space efficiency since then, so today's Mustang offers more front-seat hip, leg, elbow and shoulder room than any previous generation. We found the front bucket seats to be comfortable, supportive and retentive in hard corners.
The back seat, however, isn't much more accommodating than in the old fastback 2+2 variant of 1965-68. It's not a place adults will want to spend any time. However, it folds flat, just like in the old days, to expand luggage capacity.
And even without folding the back seat, the Mustang's trunk is as large as those in some more overtly practical sedans.
Seats in the Shelby GT500 are more aggressively bolstered, and the positions of the speedometer and tachometer are swapped. The GT500 is upholstered in black leather, with or without red inserts. All interior chrome is replaced by satin-finish aluminum for reduced glare. Snake logos slither on the seatbacks and steering-wheel hub.
The standard sound system that comes in the Mustang is good. The 500-watt upgrade is reasonably priced as part of the premium package, and adds a six-CD changer. The 1000-watt upgrade will impress most audiophiles, but the extra subwoofers in the trunk steal a good chunk of cargo space. We'd be inclined to pass on those.
The Mustang improves on those things that have appealed to so many different kinds of drivers for more than 40 years, and it nearly eliminates the bad traits of traditional pony cars. In general, the good has gotten better and the bad, less so.
The previous-generation (1994-2004) Mustang was built around a body shell that dated from 1979, and it was about as stiff as wet rope. Ford claims the current Mustang's body/frame is 31 percent stiffer and it feels it. This Mustang is much more rigid and rattle-free than its predecessor. A rigid foundation provides the basis for a host of good things, including improved ride quality, sharper handling, and less interior vibration.
This solidity applies to the convertible as well. By their nature, convertibles don't offer the chassis rigidity of hardtops. Cars that cost five times as much as the Mustang tend to get shakier when the fixed roof is removed to design a convertible version. In the Mustang convertible, you will notice some shimmy in the windshield frame that you'll never see in the coupe, but overall rigidity is impressive.
The convertible's folding top is simple and straightforward to operate. Unhook it from the windshield header and it powers back behind the rear seat with the touch of a button. The ultimate in posing requires that you manually install the optional boot cover, but the folded, exposed top and frame don't look bad without it.
The wheelbase is relatively long, six inches longer than the previous generation (pre-2005), and that makes a difference in terms of ride quality. The ride is fairly smooth, even with the available 18-inch wheels. The rear suspension uses coil springs and a lightweight three-link design with a Panhard bar to keep all motion under constant control. It's about as good as a solid-axle suspension gets, and it does a good job of controlling skipping and bouncing at the back of the car. While many high-performance fans wish Ford would give the Mustang an independent rear suspension for better handling and ride quality, the current setup does a fine job on both counts.
The steering is crisp, precise and confidence inspiring.
The brakes work well in high-speed highway driving situations, as we found during a test in Los Angeles. If you order ABS, you automatically get traction control, which has a dash-mounted off switch for special situations, including drag racing.
The 4.0-liter V6 engine is a solid performer. The five-speed automatic's gear ratios seem well matched to the available torque. When the automatic gets into overdrive fifth gear, the engine goes quietly into economy mode until called upon for a lane change, a pass, or an uphill charge. This is a large-displacement V6 and it sounds more muscular at full throttle than any previous Ford V6 engine. It rates 16/24 city/highway mpg with the automatic transmission, and 17/26 mpg with the manual; those are the 2008 fuel economy estimates using the EPA's new, more realistic testing methods, resulting in numbers much lower than last year's even though no changes have been made to the vehicles.
Indeed, the V6 Deluxe is the most popular model (about 70 percent of Mustangs sold are V6s), and we like it. For just around $20,000, it delivers good torque, good acceleration and generally good road manners, with a sporty feel. And while it has less power than the V8 and smaller tires, the V6 seems slightly more eager to turn in for corners, a bit more agile than the nose-heavy GT. (The GT weighs about 200 pounds more, and almost all of that is on the front wheels.)
The GT, on the other hand, is a 300-hp, five-speed pavement-ripper for about $26,000. The three-valve-per-cylinder V8 engine features both variable camshaft timing and electronic throttle control. The Mustang GT will run 0-60 mph in about 5.5 seconds; it will out-brake a large number of sporty cars; and it handles better on canyon roads that any previous Mustang GT, with a minimu
The Ford Mustang looks and feels like an all-American car, and that's a good thing. It's quick and fun to drive and offers combination of style, performance, and handling that's hard to beat for the money. The V6 Deluxe is a stylish, sporty cruiser. The GT and Shelby GT are serious performance cars. And the Shelby GT500 raises it to near Corvette performance levels.
NewCarTestDrive.com correspondent Jim McCraw filed this report from Los Angeles; with Mitch McCullough reporting from Dearborn and Los Angeles and Kirk Bell reporting from Dearborn.


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UCLA Week: Players Not ReturningPosted by AMurawa on August 14th, 2012
Last year the Bruins started two seniors in their backcourt, ensuring that the 2012-13 squad would have a new batch of guards. But along with those graduating seniors, three different Bruin frontcourt players that earned time in 2011-12 are no longer with the program. Below we'll break down those five players in roughly the order of the degree to which they'll be missed.
Lazeric Jones – He spent just two seasons in Westwood after transferring in from a Chicago junior college, but Jones had a very solid career for the Bruins. In his first year he stepped right into the point guard role and provided much-needed stability along with a capacity for putting the ball in the hole himself when he needed to. Playing with talented wing players like Tyler Honeycutt and Malcolm Lee, Jones led the team in assists, steals and free throw percentage while chipping in a respectable nine points per game. As a senior, he gladly took on the role of playing off of the ball more as classmate Jerime Anderson took over most of the lead guard duties. Jones again adjusted well to his new role, picking up more of the scoring duties (he led the team in scoring with 13.5 points per game), while still leading the team in assists from the two-guard slot. He also led the team in minutes and, along with Anderson, took on a leadership role for a team that was in disarray following their disastrous start amid serious chemistry problems. While he won't go down on the list of all-time UCLA greats at the point, he overachieved in his time in Westwood and displayed a heart and toughness that endeared him to Bruin fans — his leadership will be missed.
Jerime Anderson – Anderson's career at UCLA was, in a very generous word, underwhelming. At one point considered a four-star recruit and the #5 point guard in the 2008 recruiting class, it quickly became quite apparent that he was not all he was cracked up to be. After mostly sitting behind veteran Darren Collison in his freshman season, Anderson was the heir apparent to the point guard position in 2009-10. But he struggled with his shot, turnovers and, most obviously, defense early in that year, and as the Bruins' losses piled up, his minutes decreased. In 2010-11, both his expectations and minutes were fewere. But in a fine bit of redemption, Anderson was actually a very solid player last season for the Bruins. As a whole, his college career is a case of unwarranted expectations that had no chance of being met turning into expectations so low that his almost nine points per game and turnovers on 20% of used possessions qualifies as a feel-good story. Read the rest of this entry »

subset: commoncrawl


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CHICAGO - Mayor Rahm Emanuel has decided not to move forward with plans to lease Chicago's Midway International Airport, ending a bid to make it the first major U.S. hub to be brought under the management of private investors.
The remaining potential bidders failed to meet criteria the city set down to ensure taxpayers got a good deal, Emanuel spokeswoman Sarah Hamilton said.
"That's really the bottom line. We set a high bar, and the companies who were interested, they fell short of what the taxpayers deserved," Hamilton said.
Midway would have been the first large U.S. airport to go private under a pilot program overseen by the Federal Aviation Administration.
Emanuel announced in December he was exploring a lease of Midway for up to 40 years in a deal that would generate enough revenue to pay off the airport's roughly $1.4 billion debt and help fund other public works projects around the city. But many in Chicago are wary of letting private firms take control of major public assets after past deals, including a lease of city parking meters, turned out poorly.
In the Midway deal, the city would have retained ownership, and profits would have been shared. The arrangement would have allowed the city to redirect its share of the Midway profits to other infrastructure projects instead of having to put them back into the airport.
The only other airport selected for the FAA pilot project was Puerto Rico's Luis Munoz Marin International Airport, which went under private operation in February in a 40-year contract worth an estimated $2.6 billion.
Midway, wedged among densely populated southwest side neighborhoods, is the city's second-largest airport after O'Hare International. The 85-year-old airport handled almost 20 million passengers last year on its five runways, and the city had touted it as a worthy investment opportunity for the private sector.
In March, the city released a list of six qualified bidders, including a partnership between Industry Funds Management and Manchester Airport Group, which has interests in airports in the U.K. and Australia. Also on the list was Great Lakes Airport Alliance, which paired Macquarie Infrastructure and Real Assets with Ferrovial of Spain, which manages London's Heathrow Airport.
The list was whittled down to two companies, and one pulled out this week, about a month before bids were due.
With only one company left, the process no longer was competitive, Hamilton said, declining to identify the two firms.
"The mayor always said if this wasn't going to be the best possible arrangement for taxpayers, he wouldn't do it," she said.
Many Chicago residents turned sour on privatization efforts after former Mayor Richard Daley got the city council to approve a 75-year lease of city parking meters to a private company in 2008. The city got a $1.1 billion payment, but meter fees went up, and the company went after the city for revenue lost when streets were closed.
A previous attempt to privatize Midway under Daley fell apart in 2009 when private investors could not raise the necessary money amid the global economic downturn.


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I have inked the edges of everything and used Kraft card stock.
Make sure you pop over to the Ooh La La Creations Challenge Blog and check out the DT inspiration, we would love for you to join us for our Landscapes Challenge.
Thank you for visiting my blog today, please leave a comment so that I can come and visit you.


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Unions and Government Worker Pay
Yesterday, USA Today examined the average pay advantage of state and local government workers over workers in the private sector. The article found, for example, that government workers in California earned an average $71,385 in compensation in 2009, or $7,977 more than the average for private sector workers in that state.
Are these government worker pay advantages related to union shares in the states? I performed a simple regression analysis to find out. The answer is "Yes"—states with more unionized government workforces tend to have a higher government compensation advantage.
The chart below shows the regression results, including the raw data (one blue dot for each state) and the regression‐fitted line (pink dots). As the union share increases, the pink line indicates that the average government pay advantage increases. In particular, the pink line indicates that for every 10 percentage point increase in a state's union share, the average government worker pay advantage increases by $765 annually.
Let's apply these results to Wisconsin, which has a union share of about 50 percent in its state and local workforce. Suppose that Wisconsin makes legal reforms resulting in the union share falling to 10 percent. The regression indicates that the decline would save Wisconsin taxpayers about $3,060 annually for every state and local worker, or about $872 million in total annual workforce costs for the state. (The state has 285,000 state/local workers).
(The regression was statistically significant at the 95% level, with an F‐statistic of 5.9 and a T‐statistic on the union share variable of 2.4. The R‐square was 11 percent, which indicates that union share explains only a modest portion of the overall government pay advantages between the states).


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The Department of Fine Arts and Communication consists of three main areas of instruction: Music (MUS, MUO, MUA) Visual Arts (ART), and Speech and Theater (SPT). Our highly-qualified, experienced, and caring faculty provides quality instruction through courses for both the student choosing to major in one of these areas and for the general student population. Please consult the college catalog for a complete list and description of all courses.
Pearl River Community College has also made a huge commitment to the future of the arts in south Mississippi with the 2013 opening of the Ethel Holden Brownstone Center for the Arts. The ten-million dollar Brownstone Center is a state-of-the-art facility with an 850-seat theatre, ample backstage support area, and spacious lobby with visual arts display space. The facility adjoins newly renovated rehearsal areas for instrumental, choral, and dance ensembles and is located in close proximity to the new instructional and office space for the Fine Arts and Communications Department in Moody Hall.
A variety of arts events and performances are presented by the college's award-winning performing ensembles, visual art students and theater program. The department also hosts guest concerts and recitals on campus throughout the year. These events are held either in Malone Chapel or in the Ethel Holden Brownstone Center for the Arts and are open to the public. Please consult the schedule of events for a current list of upcoming performances and ticket information. Further information about The Brownstone Center and the current season of events can be found at www.brownstonecenter.com.
We invite you to come for a visit and experience some of the great opportunities the Fine Arts and Communications Department at PRCC has for YOU!


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There can be some unevenness or extra thread issues in Hand loom sarees, although it don't look bad but if some people think that there is any flaw, we are here to help you to explain on this. Its the beauty of handloom saree that make it different then artificial fabric and it takes 5-7 days to prepare a single handloom saree with proper care and love.
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Anderson, IN--Once again, the $200,000 Dan Patch Invitational will be the highlight of the 2013 harness racing season at Hoosier Park Racing & Casino on Saturday (May 25).
Now in its 20th edition, the Dan Patch Invitational pace is the one time of the year that the top rated horses in North America convene on Hoosier Park's seven-eighths-mile oval seeking a lucrative $200,000 purse and a spot in Hoosier Park's history.
Hoosier Park's signature harness racing event has become a tradition that is close to the hearts of Hoosiers. The Dan Patch, an invitational race, not only highlights some of the best athletes in the sport of harness racing, but is deeply rooted throughout Indiana soil.
Hoosier Park's event is named after the early 1900s racehorse phenomenon, Dan Patch. Originally from Oxford, Ind., Dan Patch raced the clock rather than his inferior competitors. Drawing crowds of over 90,000 people at a single race, the free-legged equine hero was the unparalleled sports icon of his time.
The Dan Patch race was established at Hoosier Park in 1994 with Ready To Rumble and driver Trevor Ritchie winning the inaugural edition 20 years ago. The list of all-star horses that have made their way to Hoosier Park over the years includes Jenna's Beach Boy, Maltese Artist and former seven-eighths mile world record holder, the late Pacific Fella.
Kevin Mack, Hoosier Park's racing secretary, inherits the responsibility of recruiting the best horses to compete in the event every year. Mack begins making his list of potential contenders for one of the ten coveted invitations to the Dan Patch many weeks in advance. After much consideration, ten horses, including a signature "Hometown Hero" chosen from the local area, will receive the official invitation to compete in Hoosier Park's signature harness racing attraction.
The 2013 installment will tout some of the best horses, trainers and drivers in the sport. Patrons can potentially expect to see talents like Levy Memorial Pacing Series champion, Razzle Dazzle, Meadowlands Pace champion A Rocknroll Dance and perhaps 2012's victor, Rockin Cam lined up behind the gate for the 2013 edition.
"We are looking at what may be the most competitive field to date in the 2013 edition of this great race," Mack noted. "We haven't officially decided, but the horses we are looking to invite are evenly matched and that makes for great racing. We are constantly striving to improve our harness racing product in Indiana and the Dan Patch is a race that does that by shining the spotlight on Indiana Standardbred racing on to the national scene."
Several activities will be held trackside to complement the Dan Patch Invitational pace, including Indiana sire stakes action, property-wide dining specials, special wagering opportunities and exciting entertainment throughout the entire evening.
Racing fans will have the opportunity to participate in two special wagering opportunities offered for the Dan Patch Invitational race. A $25,000 guaranteed Superfecta pool for the Dan Patch race will once again be available as part of the special Strategic Wagering Program through the United States Trotting Association and Hoosier Park partnership. Hoosier Park will also offer a $10,000-guaranteed Pick-4 pool that will include the Dan Patch race as a leg of the wager.
Live Racing will kick-off on Saturday, May 25 at its regularly scheduled post of 5:30 p.m. The 160 day, all harness racing meet will follow a Tuesday-Saturday schedule and be conducted through November 9.
Update on NYSS schedule changes


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"Meditation begins with a call that awakens us out of the coma of self- preoccupation.We are called, we are chosen. Meditation is our response to that call from the deepest center of our awakened consciousness...by letting go in meditation we learn how to love" Moment of Christ - John Main, O.S.B.
We are a group of men and women from 12 step programs, following the teachings of John Main and the World Community for Christian Meditation. We are not a replacement for, nor are we affiliated with, any 12-step program of recovery. We are here to share this ancient path of contemplative prayer as a way to practice the 11th Step:
"Sought through prayer and meditation to improve our conscious contact with God as we understood Him, praying only for knowledge of His will for us and the power to carry that out."
Step 11 of the 12 Step Programs
"Perhaps one of the greatest rewards of meditation and prayer is the sense of belonging that comes to us. We no longer live in a completely hostile world. We are no longer lost and frightened and purposeless. The moment we catch even a glimpse of God's will, the moment we begin to see truth, justice, and love as the real and eternal things in life, we are no longer deeply disturbed by all theseeming evidence to the contrary that surrounds us in purely human affairs. We know that when we turn to Him, all will be well with us, here and hereafter."
12 Steps 12 Traditions
This web space is intended to provide an opportunity for people in 12 Step recovery to connect with a support system for meditation. We honor the traditions of 12 Step recovery. Anonymity, the spiritual foundation of our recovery, reminds us to put principles before personalities. We therefore maintain anonymity at the level of press, radio, films, and digital media, such as the Internet, and we encourage the principle of attraction rather than promotion in our public relations efforts. If you would like to present an introductory workshop for Christian Meditation As An 11th Step Practice, we can help.
- Suggested Guidelines for a Group
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- Read the 11th Step Weekly Readings
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Two insects are creating problems on alfalfa fields ready to cut for hay. Stealth scouting may be needed to see them, says a University of Missouri Extension entomologist.
"These insects can be shy," says Wayne Bailey. "The main message is go out and scout your fields."
The pests are not new, but can arrive in overwhelming numbers.
Potato leafhoppers cause leaves to yellow and fall off, reducing hay yields. The other, the striped blister beetle, can kill horses if the insects are crushed and baled during haymaking.
With both, a noisy approach makes the insects drop to the ground and hide.
The first telltale sign of potato leafhopper may be V-shaped yellowing at the tip of each leaf. Hoppers suck juice from the leaves. The yellowing precedes leaves dying and falling off.
First-year plantings of alfalfa are most at risk, Bailey says. Seedlings in new stands are most vulnerable. A stand that survives the second season can withstand more damage.
The leafhoppers are small, green triangular insects. They do hop.
Economic threshold for applying insecticide is only one hopper per sweep of a 15-inch insect net. Some alfalfa varieties have hairy leaves that repel the hoppers. Threshold on those varieties is three insects per sweep.
A lot of fields are above threshold, Bailey says. The hoppers migrate into Missouri from the south, mostly coming up the western side of the state, then moving north and east.
"Already we have heavy infestations in central Missouri," he adds.
The other beetles cause blisters on human skin if they are squashed. The body fluids contain alkaloids that are part of their self-defense.
The beetles are elusive, which helps them stay out of the way of grazing livestock. Infested alfalfa fields can have hundreds of thousands of the beetles. Most of the 20 species are elongated, with striped wings, most often orange in color. Some are gray and darker gray.
When disturbed, the beetles drop to the ground and seek cover.
"They are very alert," Bailey says. He recalls the first time he saw blister beetles en masse was at alfalfa plots at the MU Thompson Farm near Trenton, Mo.
"There must have been a hundred thousand of them," Bailey recalls. "They all turned and looked at me at once. Then they dropped out of sight. They were gone. I couldn't see a one."
Horses and pasture-raised chickens are most at risk. Cattle, goats and sheep don't seem to be bothered.
The danger comes from crushing and baling the beetles with hay. "When we used to cut hay with a sickle-bar mower, the blister beetles could get out of the way," Bailey says. "With haybines, they are crushed when the beetles go through the rollers."
Horses should be fed only from first-cutting alfalfa. Mostly, blister beetles don't arrive until the second or third cutting of hay. Alkaloids in the blistering agent can cause the lining of the horse's digestive tract to slough off. That is fatal to horses.
University of Missouri Extension regional agronomists have recommendations on scouting and controlling insect pests. Δ


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Danny Valencia has apparently taken full advantage of the resources around him, getting batting tips from Justin Morneau and has opened his ears to the wonders of plate discipline from Jim Thome. This tutelage has paid dividends in just his second month of his career. Like baseball's version of King Midas, everything he swung at in July turn to gold. He recorded a hit in all but two of the 16 games he played in, finishing the month hitting .453 (24-for-53) with seven extra base hits including a grand slam off of Zack Greinke.
However, maintaining that level of output has been difficult for Valencia as of late. Since his hitting extravaganza in Baltimore and Kansas City, Valencia has slowly come back down to earth, going 6-for-31 (.194) with eight strikeouts. The reason behind this drop-off is due to opposition's ability to target his weaknesses and avoiding his hot zones.
In his limited time at the major league level, Valencia has demonstrated some outstanding plate coverage. Whereas many unrefined hitters attempt to yank that outer-half pitch, Valencia has made solid contact, amassing a .147 well-hit average on balls away (versus the .095 league average), frequently lacing fastballs on the outer half of the zone back through the middle of the field with vigor. Likewise, he has been equally impressive on pitches up in the zone, an area notorious for inciting vacant swings and lackadaisical pop outs, and has been able to get a sizeable portion of the barrel on the ball. Valencia has produced a .204 well-hit average on pitches up (versus the .103 league average) driving many of those pitches into center field for hits.
Because of his ability to handle those pitches well, opponents are now targeting other areas of the strike zone. Using the Hit Zone chart from Inside Edge, we can see that Valencia has shown only two real soft-spots in his swing so far: middle-up and middle-in.
|Danny Valencia's Hit Zones
While Orioles and Royals pitchers may have had the intentions hitting those cold spots, they routinely missed out over the plate for six straight games and Valencia revealed that he is talented enough to take advantage of those mistakes. Meanwhile, in this most recent series, the Rays pitching staff attacked those weaknesses and exploited his chase zones with total disregard for human life.
Tampa's Wade Davis was virtually systematic in his approach, pounding the fastball at that middle-in locale then dropped the slider on him in his chase zones. In his first match-up, Davis buzzed a fastball in his middle-in cold zone for strike one then proceeded to throw two straight sliders in his chase zone to dispatch him in three pitches. During their fourth inning battle, Davis again started him with a fastball, this time in his outer-half chase zone (which Valencia wisely laid off) then came inside twice with the heat to induce a fly out to left. In their third and final encounter, Davis showed him a slider for a strike then burned a fastball in his elevated cold zone, getting Valencia to fly out to right.
Tampa Bay showed that they are an astute team that is capable of not only being aware of Valencia's weaknesses but also have the talent to execute. This description is not too far off from how James Niemann handled him as well on Tuesday night. Ditto for rookie Jeremy Hellickson on Monday too.
When advanced scouts start to see something that a hitter will crush, like Valencia and fastballs, they will report back to the club quickly. Not surprising, the amount of fastballs thrown to him went from 67.4% in June to just 49.0% in July. If they start to see a tendency or a pattern, like Valencia's middle-in soft spot or likelihood to chase, they'll report that too. Word spreads quickly in baseball.
With this detailed map of how to get him out waiting for him in Cleveland and Chicago, Valencia's next lesson in his on-going development will be to learn how to adapt to the ever-changing competition.


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Our Fears
Clip | 53s Video has closed captioning.
Fear is a learned behavior.
Aired: 09/19/18
Buy Now:
Problems Playing Video? | Closed Captioning
Clip | 53s Video has closed captioning.
Fear is a learned behavior.
Aired: 09/19/18
Problems Playing Video? | Closed Captioning
Explore the internal mechanics of the human body.
We learn to work together by reading the emotions and facial expressions of others.
Our bodies respond quickly to survive in cold temperatures.
As Lew pushes himself, his body demands more oxygen to keep it going.
Freya Christie, Professional Tennis Player
Freya's bones in her racket arm have become thicker to cope with her intense workouts.
From an early age, we learn how to control the movements of our bodies.
Dr. Ott takes skin cells and reprograms them into stem cells.
What determines when we start puberty has until recently been a mystery.
What Recker does during this growing period will change the structure of his brain.
Danny demonstrates how new motor skills must be learned and developed with practice.
The story of how our body deals with damage and repair can be told through Kate's feet.