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A whiff of scandal, the chink of coin, a dose of mismanagement and the Grand Old Man of Cricket: Harringay Cricket Field in the Golden Age of Cricket
Posted by Hugh on September 14, 2021 at 10:24 in History of Harringay
Back to History of Harringay Discussions
I'm neither a cricketer not a cricket fan and I've never given much of a thought to Harringay's former cricket ground in the north eastern corner of Finsbury Park, save to look nostalgically across it from time-to-time and to wonder why it's run separately to the rest of the park.
Then the other day, researching a completely different topic, I came across a hint of something a little interesting about the cricket ground. It quickly became obvious to me that the story of the pitch was about so much more than cricket or Harringay. In it, we can detect clues to some of the key themes of London's Victorian and Edwardian history.
So, after digging around a bit, I can now share some insights into Harringay's early cricketing chapters and the episodes and characters related to it.
Figs. 1 & 2: In the background, behind the row of trees are the houses running along Green Lanes, to the south of Hermitage Road. To the right of those houses is Northumberland House. On the extreme right is the cricket pavilion, which is still standing today. Belwo is the same view today from Google Street View.
Much has been written about the long struggle to get Finsbury Park established. But but little has been written about the cricket field (and what has been published is somewhat inaccurate).
I've been able to tease out the story behind the origins of the field. That the cricket pitches existed at all was in a large part due to the petitioning of one passionate cricketer, Fredrick George Harding.
Fig.3: Frederick Harding, c1900
Harding was a bank accountant and a keen cricketer. Living in Barnsbury, he was a member of the Islington Albion Cricket Club, at the time, one of the oldest cricket clubs in the country. By the middle of the nineteenth century the club members were growing tired of being moved from ground to ground as they were forced out by developers. By the 1860's, they had found a home in Park Road, Holloway. But, the developers were threatening agian and Harding wanted to find a more permanent base.
So, in the early 1860s, he approached his local vestry (a unit of local government). He got the support of vestry board member J. Savage to petition the Metropolitan Board of Works (MBW) to include in the plans for Finsbury Park, space to be set aside for a cricket ground for the Islington Albion Cricket Club.
Fig. 4: Holborn Journal, 20th January 1866
Speaking to a sports journalist in 1900, Harding told the story of what transpired following Savage's petition.1
We did not after all attain the object at which we were aiming, but the Construction Committee of the Park were satisfied by our arguments that a cricket ground was required, and they decided to purchase additional ground to be used as a public cricket ground. This is now the Finsbury Park Cricket Ground.
Recalling what had happened almost forty years after the event, it appears that Harding had got the details slightly muddled. The plan of the park drawn up by park designer Fredrick Manable in 1857, suggests that the land eventually given over for cricket ground had been included within the boundaries that had already been mapped.
Fig. 5: Excerpt from the 1857 plan for Finsbury Park of Superintending Architect, Frederick Manable, showing the land used for cricket ground in the north east of the park 2
As the park was laid out, the Hornsey Wood Reservoir was dug on the site of the recently demolished Hornsey Wood House, long a popular venue for Londoner to escape the city grime. The spoils from the excavations for this excavation were transported by a temporary tramway (see Fig 5) to the land set aside for the cricket ground, where they were dumped until they were removed from the site completely.
The park opened to the public in August 1869.
Newspaper reports suggest a tentative start to cricket in the park. I can only find mention of the field being used for practice for the first season in 1870.
Fig. 6: Extract from Islington Gazette, 1st April 1870
The following year, however, the cricket field seems to have been put to regular use.
Fig. 7: Morning Advertiser, Tuesday 16th May 1871
In 1872 the pavilion whic still stands today was erected3 and all was set for cricket!
Fig 8: The 1872 pavilion on the Harringay/Finsbury Park cricket field
Early on the Cricket Field developed a rhythm of regular use by both local clubs and others from around the city. Local clubs using the facilities included,
Tollington Park
Stroud Green United
St Ann's
Finsbury Park Olympic.
Non-local matches included, rather surprisingly, in July 1871, one between Atlanta and Brooklyn. (I assume that the teams were either composed of ex-pats or they were US clubs touring the UK).
After just ten summers of the oh-so-English sound of leather and willow, the cricket field entered a rather troubled decade, In 1881, the MBW seems to have taken it into its head to stop play altogether.
Fig. 9: Islington Gazette, 29th June 1881
Whilst cricket does seem to have restarted after a short gap, the MBW seem to have taken it into their head to get maximum use of the field. From 1883, they allowed the cricket field to be used for music entertainment. Despite fears voiced by the Working Men's Lord's Day of Rest Association, the National Sunday League was allowed to make use of the pitches to set out deckchairs and entertain crowds with bands.
It's of little surprise to learn that this didn't go down well with the area's cricketers. One Endymionite expressed his disgust the following winter in a letter to The Referee newspaper.
Fig. 10: The Referee, 3rd February 1884
By the end of the decade, cricket fans weren't the only ones railing against the practices of the unelected MBW. The Board was the target of many accusations of cronyism and corruption. Punch magazine irreverently dubbed the Board The Metropolitan Board of Perks. The phrase captured the public's feeling about the body and the nickname caught on among Londoners, remaining in common usage for some years. Following an investigation that uncovered widespread corruption, the MBW was abolished in 1888 and their duties were taken on by the newly formed directly elected London County Council.
The new body apparently took a different approach to the Cricket Fields. in 1889, they decided to lease the pitches to a commercial operator, something, I believe, that has continued ever since. The first lessee was professional cricket-ground operator, William Masterman.
Fig. 11: The Sportsman, 7th February 1889. This is the first reference I have found to the Cricket Field as the Harringay Cricket Ground
Born in Bedale Yorkshire in 1838, Masterman was a comb-maker's son who had come down to London to seek his fortune. By the early 1860's he was a shop assistant in the Oxford Street in drapers Peter Robinson (subsequently bought by John Lewis. Peter Robinson provides another local connection as he lived in Wormersly House at the top of Crouch Hill).
Fig. 12: Peter Robinson, 103- 108 Oxford Street, on the north side of the street, just to the east of Oxford Circus (then called Regent Circus), c1890.4
Not only was Masterman working in a store that was to become part of the the John Lewis empire, he was actually working alongside fellow drapers' assistant, a 24-year-old by the name of John Lewis who went on to found the department store much loved by today's middle classes.5
Fig. 13: Excerpt from the 1861 census for 103-108 Oxford Street. Masterman is second to bottom, John Lewis is sixth. Both were draper's assistants
Twenty years later, aged 43, Masterman was married with two young children, living in Holloway. He was described in the census of that year as a milliner. (Rather strangely, ten years later and still living in Holloway, he was described in the census as a farmer!)
Masterman appears to have started his cricket pitch leasing business at some point in the 1880s. He may have left the world of drapery and millinery to run it, or, he may have run it alongside his job. We might assume that he came to his sporting business through a personal interest in cricket. He was certainly in tune with the times: the period from the 1890s up until the First World War has been called the 'Golden Age of English cricket'. The game was immensely popular in Britain, with an ever-increasing number of clubs associated with neighbourhoods, trades, churches and many other groups. The demand for pitches was really taking off just at the time that Masterman leased the Finsbury Park/Harringay fields.
Reading between the lines, I assume that Harringay wasn't his first cricket ground. He apparently started off with a cricket ground in Holloway which became known as Masterman's Fields. By 1890, the Harringay Cricket Ground was also taking his name, being referred to in the sporting press as Masterman's Ground, Harringay.
Some years later, he added a third ground to his portfolio when he took on the St Ann's, South Tottenham ground. Before 1892, there had been a cricket ground on part of what became St Ann's Hospital. But, it's not clear where the ground was located after the hospital was built. There are two possibilities in my mind. The first is in Chestnuts Park; the second is the Grove Road cricket ground of which I'm only aware thanks to photos in the Edwardian Parr family album I bought a few years ago. Grove Road is a short road off St Ann's Road and the late nineteenth / early twentieth century maps show some areas that could have been used for cricket.
Fig. 14: Page from the album of the Parr family of Seymour Road. Could this have been Masterman's St Ann's cricket ground?
Wherever it may have been, the St Ann's ground was to get Masterman into hot water. In 1898, he was taken to court in a well-publicised case, facing charges of selling alcohol and tobacco at the St Ann's cricket ground without a licence. The venture ended in a £120 fine.
By 1901, Masterman was 63 years old and according to the census, living alone as a lodger in the house of Emily Burridge at 82 Umfreville Road. He was described as 'living on his own means'. So we might assume he had some sort of pension.
Our cricket ground proprietor died in June 1906, still living in Umfreville Road, leaving his estate to his widow.
The Grand Old Man of Cricket
One of the players who availed himself of Masterman's pitches was cricket club great, Charles Absolon, a prodigious club player, celebrated for playing into his eighties.
Born in 1817, meat salesman Absolon was a passionate cricket player. Wisden's said of him, 'probably no cricketer ever played in so many matches'.
A 1902 article in the Tatler magazine hailed him as the 'Grand Old Man' of cricket and the 'oldest living cricketer'. Absolon was apparently on the cricket pitch on the day of Queen Victoria's coronation and was on good terms with cricketing great W.G. Grace, playing with and against him on several occasions.
Fig. 15: Charles Absolon. The date of the photo is given as 1st ;January 1870 (though I suspect it may be later).
Absolon moved to Harringay for his retirement in the 1890s and took lodgings at 43 Hermitage Road. He played his last matches here on Masterman's Fields towards the end of the deacde.
He died in 1908, aged 90. I'll leave the rest to his obituaries.
Fig. 16: One of many obituaries for Charles Absolon, Sheffield Evening Telegraph, 6th January 1908
Wisden's the cricketer's bible published the following obituary
MR. Charles Absolon, the veteran cricketer, died at his residence, Hermitage Road, Finsbury Park, on Saturday, January 4th, 1908, having suffered a stroke of paralysis just a week before. Born on May 30th, 1817, Mr. Absolon was in his 91st year. He had, of course, long ago retired from the active pursuit of cricket, but he continued playing until he had reached a great age. His interest in the game remained unabated to the end, and even as recently as last June he was present at the Middlesex and Surrey match at Lord"s. In his day Mr. Absolon was the most prominent figure in local cricket in and around London. An under-hand bowler of the type of the famous William Clarke, he was in such request that he has often been known to take part in two matches in the same day, his assistance, while he was at his best, generally meaning victory for the clubs he represented. The full statistics of his career as a bowler, if they had been preserved, would form very interesting reading. At one time his doings used to be published every year in the sporting papers. He took wickets literally by the hundred, some of his records in the seventies being marvellously good. He was much more than an ordinary lob bowler, having a good variety of pace and commanding, when he needed it, a comparatively fast ball. He never aimed at a big break, being content to make the ball do just enough to beat the bat. It is impossible to say how he would have got on in first-class crickets, but the batsmen who met him in club matches had every reason to dread him, his skill in finding out their weak points being so great. A kindly and genial man, Mr. Absolon made hosts of friends in the cricket field. Probably no cricketer ever played in so many matches.
1. Excerpt taken from the Cricket journal, 26 April 1900
2. Metropolitan Archives, MBW/2537/10-11
3. Islington Gazette, 23 July 1872
4. Oxford Circus was constructed as one of several circuses in Nash's grand design. It was originally called Regent Circus North, with Piccadilly Circus as Regent Circus South. During the last quarter of the nineteenth century, the name of the northern circus seems to have begun changing to Oxford Circus, although both names seem to have been used alongside one another for some time. The 1893 Ordnance Survey map still showed it as Regent Circus. So it appears that this remained the offical name. However, an an advert in the Globe newspaper in the same year gave an address as 'Regent Circus, Oxford Circus'.The opening of the first Oxford Circus tube station in 1900 seemed to end the confusion and the use of Regent Circus quickly disappeared. Learn more about Regent Circus and see another early photo of the Peter Robinson store - at Regent Circus / Oxford Circus.
5. John Lewis was at Peter Robisnson's initially as a drapery assistant. He then worked his way up to being the youngest silk buyer in London. In 1864 he was offered a partnership in the business, but declined; instead, in 1864, after saving hard and being helped financially by his sisters, Lewis took the decision to go into business himself, and took the lease on a small silk mercer's shop at 132 Oxford Street, in the same block as the where the store is located today. Below is the earliest advert I can find Lewis to have placed along with a photo of the young John Lewis.
Fig. 17 - Daily Telegraph & Courier (London) - 23rd June 1869
Fig. 18 - John Lewis c1870
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Permalink Reply by Geraldine on September 14, 2021 at 10:46
Fascinating tale of interwoven lives, Hugh. John Lewis and his beginning in retail is a great yarn. I suppose put simply there were fewer people in those days and thus fewer entrepreneurs so their lives were more entwined than would be the case today.
Permalink Reply by Ken Stevens on September 14, 2021 at 12:03
Who could imagine that a patch of grass had so much history attached to it, Hugh!
Very interesting, ta.
Permalink Reply by Gerry N on September 17, 2021 at 1:43
A Great Article. I am very surprised by the fact that all those assistants "lived in" at the Oxford Circus store in 1861
Permalink Reply by Hugh on September 17, 2021 at 8:02
I was surprised too, Gerry. I imagine it made the jobs more appealing for those who'd just arrived in London with nowhere to live.
Permalink Reply by Joanna Bornat on September 17, 2021 at 8:20
It was normal practice at that time for shop assistants to be accommodated on the premises of large stores, rather like live-in servants which is what of course they were.
Permalink Reply by Andrew Mawby on September 17, 2021 at 8:30
Thanks for a very interesting article.
Regarding the Brooklyn v Atlanta match, I recall reading somewhere that cricket was popular in the USA up to the time of the civil war, at which point the manpower required for pitch preparation made it less popular compared to the much simpler requirements of baseball. It is certainly true that the first ever recorded international cricket match was between the USA and Canada. Anyway, it might mean that the teams could well have been US tourists.
Permalink Reply by Paul Soper on September 17, 2021 at 13:30
When I first moved to Harringay in 1968 the cricket pitch was still in enthusiastic use, especially the nets where early evening practice seemed to take place every evening and every group of residents seemed to be using the facilities - at some late time (70's?) Haringey, the borough, seemed to take exception to organised sport and the use of the ground for cricket stopped. Subsequently it seems to be reserved for the exclusive use of Baseball and American Softball - very few people seem to use the facility at all. What is the story behind this I wonder? Does anyone know? Was it Haringey dislike of competitive activity or my faulty memory?
Permalink Reply by Hugh on September 17, 2021 at 13:38
I know that it's leased to the Mets. This research made me wonder if it's been leased ever since Masterman took it on in 1889.
Permalink Reply by Richard Woods on September 17, 2021 at 16:50
Great story Hugh and thank you. However I feel slightly ashamed since I never discovered any of it when Finsbury Park was on my patch as the Harringay reporter for the Hornsey Journal!
Well, Lords was owned by a Mr Lord so it was common practice.
To be fair to you, historical research is a lot easier these days.
That is true but it is such a super yarn I feel somehow sad I never found it. And there is definitely a whiff of something unsavoury in the acquisition of the right to let the ground!
Permalink Reply by Geoffrey Walker on September 17, 2021 at 18:25
I seem to remember an Arsenal v. 'Spurs cricket match was played on this ground just before the 1972-3 season (?) which I think Arsenal won.


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When it comes to reaching out to your ex, the best way to do it is through text messages. Part of him is likely to wish he was with you. Again, that is the past and you want to focus on your future together instead. As long as you focus all your energy and attention on having a good time in the moment with him and making sure that your mood is good which makes sure that your vibe is good, which is the most attractive thing you can do , then the work you put in during the no contact period will do the rest. He might be a tad jealous that he is not going with you.
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Waiting to sleep with him is not just for catching the guy but setting up a trust for the future. It's all about being natural, free, fun and open. There's always something lacking in everyone of us. After he broke up with me I begged for him to stay for about a week and I am now trying no contact. There is no going back for us. At the start I the break up I was messaging him a lot and begging to get back together. I love my man so much that I could not live a day without him by my side and my kids wanted more.


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text:
A Philly-Area Dad Just Built an App That Lets You Find Houses With Awesome Holiday Lights
"It's just a way for people to show off a little during these dark times," says Father-of-the-Year candidate Mike Kane. "And for others to find joy."
By Victor Fiorillo·	 12/8/2020, 11:34 a.m.
A screenshot of holiday lights near Philadelphia from the new app ChristmasPrism, which allows you to find holiday light displays in your area.
I'm pretty sure that prior to 2020, I had never been asked where to find awesome holiday light displays. But thanks to COVID and the fact that we're all scrambling to find fun, safe things to do, it's a question that keeps coming up. Unfortunately, I haven't had a great answer. Until now. Enter Mike Kane and his ChristmasPrism app, which allows you to find local houses with primo Christmas light displays.
The ChristmasPrism app was born out of fatherly necessity. Kane, a 36-year-old dad of an 11-month-old and a two-and-a-half-year-old, lives in Delco, where people take their holiday lights very seriously. And they start setting them up way early.
So in mid-November, Kane put his two kids in the car and set out to find some great displays of holiday cheer. He located a couple of houses, but he didn't know where to go from there. Kane's two-and-a-half-year-old started getting restless. And then the inevitable happened: the 11-month-old, sensing the rising tensions in the car, began crying. Nonstop. And Kane knew what he had to do.
"We had been seeing the same thing on the Next Door app and in all the mom groups: 'Where are the lights at?'" says Kane. "So I spent three weekends designing my ChristmasPrism app. Late on Friday nights and early on Saturday mornings, before breakfast. My wife works on Saturdays, so I'm with the kids all day. And then Sundays are reserved for family time."
Say it with me now: Awwwwwww.
A family photo featuring Mike Kane, inventor of ChristmasPrism, the new app that lets you find holiday lights on display in your area
All of the content in the app is user-generated. Here's how it works.
If you're the person with an elaborate light display at your home, you upload one photo of your house as well as your location to the app. That's it.
If you're the person in search of elaborate holiday light displays, you just look at the ChristmasPrism app's built-in map, and it shows you where they all are. You pick which ones you want to visit. Once you've seen a display, you can "like" it within the app. You can add comments as well. (Be nice!)
The likes add up to a rating, which is indicated by an icon representing your house on the map. An elk means you have just a few likes. A snowman means you're getting better. And it goes on from there up to a giant snow globe, which indicates you have more than 25 likes.
"I figured I'd maybe get to 50 downloads by Christmas," Kane says. "But we're now well over 800 in its first week."
Currently, most of the houses featured on ChristmasPrism are in the Delco area. But that's just because people don't know about the app yet. There are no actual geographic constraints. So no matter where you are, if you have a Christmas light display that you're particularly proud of, go ahead and upload it, says Kane.
"Who just whips out an app like this?" wondered one of my colleagues when she heard that Kane had cranked the ChristmasPrism app out in a few weeks. "Is he secretly the CEO of Google?"
Far from it. Kane never programmed a day in his life until after he turned 30.
When he was 21, Kane developed CIDP, a rare and debilitating nerve disease. He had sensory loss. He couldn't wink his eyes. Kane was, as he describes it, "paralyzed" at times. It took nearly 10 years for him to successfully battle the CIDP, and when he got the all-clear from his doctor on his 30th birthday, Kane decided he needed a new course in life.
"I wanted to try something I had never done before," says the Marple Newtown High School graduate. "Something difficult. I wanted to prove something to myself. So I picked the hardest thing I could think of: I taught myself to code. It took me a year of reading books and practicing around the clock. All day. Every day."
Now, Kane is a team leader at Center City tech firm Connectify, where he and his team developed Speedify, a VPN. "I just celebrated my five-year anniversary with them," he says with a mixture of glee and pride.
As for ChristmasPrism, Kane is working on some updates. He's also planning an Android version, since the app is currently only available for Apple devices. And there's a website in the works as well.
I asked Kane if he intends to monetize his app.
"No," he insists. "This is just pure. There is no underlying plot. I'm not collecting data to sell. I'm not selling advertising. Everybody just puts so much effort into their decorating. It's just a way for people to show off a little during these dark times. And for others to find joy."
Victor Fiorillo	Senior Reporter at Philadelphia Magazine @phillyvictor
https://www.facebook.com/VictorKnowsPhilly/
vfiorillo@phillymag.com
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redpajama_set_name: RedPajamaCommonCrawl


text:
Baugy és un municipi francès, situat al departament de Cher i a la regió de . L'any 2007 tenia 1.269 habitants.

Demografia

Població
El 2007 la població de fet de Baugy era de 1.269 persones. Hi havia 531 famílies, de les quals 167 eren unipersonals (65 homes vivint sols i 102 dones vivint soles), 155 parelles sense fills, 180 parelles amb fills i 29 famílies monoparentals amb fills.

La població ha evolucionat segons el següent gràfic:

Habitants censats

Habitatges
El 2007 hi havia 620 habitatges, 548 eren l'habitatge principal de la família, 19 eren segones residències i 54 estaven desocupats. 567 eren cases i 50 eren apartaments. Dels 548 habitatges principals, 365 estaven ocupats pels seus propietaris, 172 estaven llogats i ocupats pels llogaters i 11 estaven cedits a títol gratuït; 6 tenien una cambra, 30 en tenien dues, 73 en tenien tres, 182 en tenien quatre i 258 en tenien cinc o més. 408 habitatges disposaven pel capbaix d'una plaça de pàrquing. A 252 habitatges hi havia un automòbil i a 228 n'hi havia dos o més.

Piràmide de població
La piràmide de població per edats i sexe el 2009 era:

Economia
El 2007 la població en edat de treballar era de 769 persones, 584 eren actives i 185 eren inactives. De les 584 persones actives 514 estaven ocupades (274 homes i 240 dones) i 70 estaven aturades (32 homes i 38 dones). De les 185 persones inactives 80 estaven jubilades, 49 estaven estudiant i 56 estaven classificades com a «altres inactius».

Ingressos
El 2009 a Baugy hi havia 579 unitats fiscals que integraven 1.402,5 persones, la mediana anual d'ingressos fiscals per persona era de 17.088 €.

Activitats econòmiques
Dels 93 establiments que hi havia el 2007, 2 eren d'empreses extractives, 3 d'empreses alimentàries, 3 d'empreses de fabricació d'altres productes industrials, 14 d'empreses de construcció, 20 d'empreses de comerç i reparació d'automòbils, 3 d'empreses de transport, 4 d'empreses d'hostatgeria i restauració, 8 d'empreses financeres, 9 d'empreses immobiliàries, 7 d'empreses de serveis, 12 d'entitats de l'administració pública i 8 d'empreses classificades com a «altres activitats de serveis».

Dels 31 establiments de servei als particulars que hi havia el 2009, 1 era una oficina d'administració d'Hisenda pública, 1 gendarmeria, 1 oficina de correu, 3 oficines bancàries, 2 tallers de reparació d'automòbils i de material agrícola, 2 paletes, 2 guixaires pintors, 1 fusteria, 5 lampisteries, 3 electricistes, 3 perruqueries, 1 veterinari, 2 restaurants, 2 agències immobiliàries, 1 tintoreria i 1 saló de bellesa.

Dels 9 establiments comercials que hi havia el 2009, 1 era un hipermercat, 2 fleques, 1 una fleca, 1 una peixateria, 1 una llibreria, 1 una botiga de roba, 1 una sabateria i 1 una joieria.

L'any 2000 a Baugy hi havia 27 explotacions agrícoles que ocupaven un total de 2.934 hectàrees.

Equipaments sanitaris i escolars
L'únic equipament sanitari que hi havia el 2009 era una farmàcia.

El 2009 hi havia 1 escola maternal i 1 escola elemental.

Poblacions més properes
El següent diagrama mostra les poblacions més properes.

Referències

 Résumé statistique Fitxa resum de dades estadístiques de Baugy a l'INSEE.
 Évolution et structure de la population Fitxa amb el detall de dades de Baugy a l'INSEE
 France par commune  Dades detallades de tots els municipis de França accessibles a partir del mapa.

Municipis del Cher

redpajama_set_name: RedPajamaWikipedia


Falls are the main reason why older people lose their independence - are you at risk?
1. Have you fallen in the last year?
2. Are you taking 4 or more medicines?
3. have you had a stroke or been diagnosed with Parkinson's disease?
4. Have you had any problems with your balance or walking?
5. Do you have difficulty getting up from a chair?
How to refer to the falls service?
When we answer your call we take some basic details and arrange for one of our experienced therapists to call you back at a mutually agreeable time.
6. Get your eyes tested.
review if over the age of 60.
7. Look after your feet.


text:
Former RBF Consulting CFO Doug Frost Joins VCA Structural
VCA Structural, the premier multi-family and mixed-use structural engineering firm based in Orange County, Calif., announced the addition of Mr. Doug Frost as Chief Financial Officer to its growing staff.
Mr. Frost comes to VCA after 28 years at RBF Consulting, one of the nation's leading planning, design and construction firms. He joined RBF in 1984 as the corporate controller, was promoted to vice president of finance in one year and to chief financial officer two years later. He served in that capacity for more than 20 years up to the date of the sale of the firm to Michael Baker, Jr. Corporation in 2011. During his tenure at RBF, Mr. Frost was directly involved in and helped manage the growth of the small local firm he joined in 1984 to see it become one of the most successful regional firms in the nation.
In his new role at VCA Structural, Mr. Frost will be responsible for all financial controls and human resources, joining the senior management team as it guides the growth of the firm.
VCA Structural is a distinguished provider of structural engineering services with a special emphasis in multi-family andmixed-used construction. In addition, via its VCA Green division, the firm provides green building consulting and commissioning.
"We are very excited to have Mr. Frost join our growing team," says VCA President Tom VanDorpe. "Demand for our services continues to increase, and Doug's experience in managing growth will provide a key strategic component as we expand to meet the needs of our clients while maintaining the quality service that has been a hallmark of VCA for more than 30 years."
For more information on VCA Structural, please visit: www.vcastructural.com or call (714) 978-9780.


Most people think decluttering your home means you simply have to tidy things up a bit. Often, however, the definition of "tidying" is to relocate items from one area to another – perhaps a junk drawer or closet.
When you do this type of decluttering, you are moving the blocked energy from space to space. Energy is the life force of Feng Shui. As such, the location of these items you have moved can transfer the problems you have from one area to another.
A bed's eye view. Clutter near the bed is an indicator that you want to escape from the world, retreating into your safe, wonderful cocoon. Many people will tell you that their bedroom is their haven. No kids or pets are allowed. It just for "me" or just for "mom and dad." It's a special place. Do you have many items next to your or, in fact, under your bed? Could you be holding onto these things because the make you feel safe? Start taking them out one-at-a-time. Think about each item, why it's there, and if it would really be better off out of your life.
Look at your closets. What do you have in them? Is it possible that you are stuffing your emotions away? The "out of sight, out of mind" approach. Try going slowly and removing items in small groups – maybe 3-5 items at a time.
Greetings at the front door. If it's blocked with boxes or just general clutter, are you trying to keep people away? Have there been some problems in the past with relationships – love, family, friends, work, etc.? Think about the top two relationships that are of concern. Then, as you move things away from the front door, send your feelings out of the area as well.
The desk is your oyster. Just as a pearl is made and becomes the gem inside a protective outer layer, so is your desk. It's the small, finite space that belongs to you. You have 100% control over what's on it, how it's setup, where things go, etc. As a result, there can be a tendency to put too many things on it, causing it to overflow with clutter. Survey your desk and select the three things you absolutely must have. Yes: your computer – as a whole unit (desktop system, monitor, mouse, keyboard, printer, router, etc.) – does not have to be included as one of the three items. Look for unorganized papers, overflowing drawers, dirty dishes, etc. Hanging onto these things doesn't give a sense of control: it means you're just too lazy to take care of them. Get rid of them and let the energy circle around what's important.
What you don't see. Do you stash things behind a door? Next to putting things under the bed, this is one of the worst things you can do to stop energy flow. A door is for opening and closing, and when it cannot perform its intended function, it really doesn't exist. You end up with either a door that is closed all the time blocking out the good, or a door that is open, exposing you to the bad. Again, move the items into their proper home – which isn't behind a door.
If you implemented a few of this suggestions, you'll be amazed at how much lighter you feel, and how a tremendous weight has been lifted off your shoulders.


After 10 years Yutaka Hayashi has become a natural at Servais' music and it was time for a cd. That cd contains no less than six compositions by Servais: four of his best known pieces – Souvenir de Spa, Le Carnaval de Venise, La Romanesca and La Fille du Régiment – and two duos on Der Freischütz and La Traviata. Those two duos, coming from the collection of the Servais Society, are being recorded for the first time.
The CD was issued in Japan and is only available outside Japan through the Servais Society.


text:
Buses and Trains from Austin, TX
Or, see Getting to Austin, TX by Bus or Train
Popular Destinations from Austin, TX
Abilene Christian University - $27
Abilene, TX - $27
Academy of Art University - $487
Alamogordo, NM - $87
Alice, TX - $14
Altus, OK - $77
Angelo State University - $44
Ardmore, OK - $57
Argosy University-Chicago - $133
Athens, TX - $42
Augustana College - $204
Austin College - $39
Barry University - $287
Bay City, TX - $48
Beaumont, TX - $103
Beeville, TX - $14
Belhaven College - $250
Bellevue University - $204
Berkeley College - $223
Blackfoot, ID - $395
Bonham, TX - $39
Briar Cliff University - $204
Brownsville, TX - $14
Brownwood, TX - $18
California Institute of Integral Studies - $487
Campbellsville, KY - $264
Canon City, CO - $349
Carlsbad, NM - $87
Carrollton, TX - $28
Cd Delicias, MX - $68
Charlotte, NC - $306
Chicago, IL - $133
Chicago School of Professional Psychology - $133
Clarke College - $162
Clarksdale, MS - $238
Cleveland, MS - $238
College of Biblical Studies-Houston - $48
Colorado College - $349
Colorado Springs, CO - $349
Colorado Technical University - $349
Columbia College Chicago - $133
Columbus, MS - $433
Concordia University - $133
Corinth, MS - $296
Corpus Christi, TX - $14
Corsicana, TX - $28
Creighton University - $204
CUNY Bernard M Baruch College - $223
CUNY Graduate School and University Center - $223
CUNY Hunter College - $223
CUNY John Jay College Criminal Justice - $223
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Dallas, TX - $28
Davenport, IA - $162
Del Rio, TX - $44
DePaul University - $133
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DeVry University-Florida - $287
DeVry University-Illinois - $133
DeVry University-Texas - $28
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Drexel University - $255
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Durant, OK - $57
Eagle Pass, TX - $44
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Elk City, OK - $56
El Paso, TX - $87
Emporia, KS - $189
Fashion Institute of Technology - $223
Fayetteville, AR - $85
Flagstaff, AZ - $218
Florida International University - $287
Florida Southern College - $287
Forrest City, AR - $296
Fredericksburg, TX - $9
Fremont, NE - $204
Ft Lauderdale, FL - $287
Ft Worth, TX - $28
Gainesville, TX - $39
Globe Institute of Technology - $223
Golden Gate University-San Francisco - $487
Granbury, TX - $27
Green Bay, WI - $214
Greenville, MS - $238
Greenwood, MS - $238
Grenada, MS - $238
Gulfton, TX - $48
Hardin-Simmons University - $27
Harrington College of Design - $133
Harrison, AR - $85
Helena, AR - $296
Hobbs, NM - $68
Hoboken, NJ - $223
Houston Baptist University - $48
Houston, TX - $48
Huntsville, TX - $48
Idaho Falls, ID - $395
Idaho State University - $395
Indiana University-Southeast - $264
Indianola, MS - $238
International Academy of Design and Technology - $133
Jackson, MS - $250
Jackson State University - $250
Johnson C Smith University - $306
Johnson & Wales University-Charlotte - $306
Kansas City, MO - $172
Kansas City University of Medicine and Biosciences - $172
Kaplan University - $162
Kendall College - $133
Kerrville, TX - $14
Killeen, TX - $20
Kingsville, TX - $14
Laboratory Institute of Merchandising - $223
Lakeland, FL - $287
Lamar University - $103
Laredo, TX - $14
Las Vegas, NV - $600
LeTourneau University - $48
Levelland, TX - $77
Little Rock, AR - $85
Longview, TX - $48
Loras College - $162
Los Angeles, CA - $233
Louisville, KY - $264
Loyola University Chicago - $133
Loyola University New Orleans - $89
Lubbock Christian University - $77
Lubbock, TX - $77
Madison, IN - $264
Magnolia Park, TX - $48
Manhattan, KS - $189
Marshall, TX - $76
Marymount Manhattan College - $223
Matamoros, MX - $14
McAllen, TX - $14
McMurry University - $27
Memphis, TN - $296
Meredith College - $275
MidAmerica Nazarene University - $172
Midwestern State University - $39
Millsaps College - $250
Mineral Wells, TX - $28
Mississippi College - $250
Mississippi State University - $433
Mississippi Valley State University - $238
Missouri Western State University - $172
Mitchell, SD - $204
Morningside College - $204
Mount Pleasant, TX - $42
Muscatine, IA - $162
Muskogee, OK - $56
Natchitoches, LA - $48
National-Louis University - $133
New Orleans Baptist Theological Seminary - $89
New Orleans, LA - $89
New York Institute of Technology-Manhattan - $223
New York Law School - $223
New York, NY - $223
New York University - $223
North Carolina State University at Raleigh - $275
Northeastern Illinois University - $133
Northern Arizona University - $218
North Park University - $133
North Vernon, IN - $264
Northwestern University - $133
Nova Southeastern University - $287
Nuevo Laredo, MX - $14
Oak Cliff, TX - $28
Oklahoma Christian University - $56
Oklahoma City, OK - $56
Oklahoma City University - $56
Omaha, NE - $204
Our Lady of Holy Cross College - $89
Our Lady of the Lake University-San Antonio - $14
Oxford, MS - $296
Pace University-New York - $223
Palmer College of Chiropractic - $162
Paris, TX - $42
Parker College of Chiropractic - $28
Park University - $172
Pecos, TX - $68
Peirce College - $255
Peru State College - $204
Philadelphia, PA - $255
Pine Bluff, AR - $85
Plainview, TX - $77
Pocatello, ID - $395
Ponca City, OK - $56
Raleigh, NC - $275
Raymondville, TX - $14
Rice University - $48
Rio Grande City, TX - $14
Robert Morris College - $133
Rockhurst University - $172
Roosevelt University - $133
Rush University - $133
Russellville, AR - $85
Sacramento, CA - $202
Saint Ambrose University - $162
Saint Augustine College - $133
Saint Augustines College - $275
Saint Norbert College - $214
Salt Lake City, UT - $395
San Angelo, TX - $44
San Antonio, TX - $14
San Francisco, CA - $487
San Marcos, TX - $9
School of the Art Institute of Chicago - $133
School of Visual Arts - $223
Scottsburg, IN - $264
Searcy, AR - $85
Sebring, FL - $287
Shaw University - $275
Sherman, TX - $39
Sioux City, IA - $204
Sioux Falls, SD - $204
Snyder, TX - $77
Southern Methodist University - $28
Southern Nazarene University - $56
Southern University at New Orleans - $89
South Texas College - $14
South Texas College of Law - $48
Southwestern Baptist Theological Seminary - $28
Spalding University - $264
Spencer, IA - $204
Starkville, MS - $433
Stephenville, TX - $27
Stevens Institute of Technology - $223
St. Joseph, MO - $172
Storm Lake, IA - $204
Sulphur Springs, TX - $42
Sweetwater, TX - $27
Tahlequah, OK - $56
Texarkana, TX - $71
Texas A & M International University - $14
Texas A & M University-Corpus Christi - $14
Texas A & M University-Texarkana - $71
Texas Christian University - $28
Texas Southern University - $48
Texas Tech University - $77
Texas Wesleyan University - $28
Texas Woman's University - $39
The Art Institute of California-San Francisco - $487
The Art Institute of Dallas - $28
The Art Institute of Houston - $48
The Art Institute of Philadelphia - $255
The Fashion Institute of Design & Merchandising-Los Angeles - $233
The Illinois Institute of Art-Chicago - $133
The John Marshall Law School - $133
The Juilliard School - $223
The New School - $223
The Southern Baptist Theological Seminary - $264
The University of Alabama - $433
The University of Texas at Arlington - $77
The University of Texas at Brownsville - $14
The University of Texas at Dallas - $28
The University of Texas at El Paso - $87
The University of Texas at San Antonio - $14
The University of Texas-Pan American - $14
The University of the Arts - $255
Thomas Jefferson University - $255
Topeka, KS - $189
Touro College - $223
Tucson, AZ - $184
Tulane University of Louisiana - $89
Tuscaloosa, AL - $433
United States Air Force Academy - $349
University of Arizona - $184
University of Arkansas - $85
University of Arkansas at Little Rock - $85
University of Arkansas at Pine Bluff - $85
University of Arkansas for Medical Sciences - $85
University of California Hastings College of Law - $487
University of Central Oklahoma - $56
University of Colorado at Colorado Springs - $349
University of Dallas - $28
University of Dubuque - $162
University of Houston-Clear Lake - $48
University of Houston-Downtown - $48
University of Houston-Victoria - $9
University of Illinois at Chicago - $133
University of Louisville - $264
University of Mary Hardin-Baylor - $14
University of Mississippi - $296
University of Missouri-Kansas City - $172
University of Nevada-Las Vegas - $600
University of New Orleans - $89
University of North Texas - $39
University of Pennsylvania - $255
University of Phoenix-Louisiana - $89
University of Phoenix-Sacramento Valley - $202
University of Phoenix-Southern Arizona - $184
University of Phoenix-South Florida - $287
University of Richmond - $282
University of Sioux Falls - $204
University of the Sciences in Philadelphia - $255
University of Wisconsin-Green Bay - $214
Uvalde, TX - $44
Vancouver, BC - $411
Vermillion, SD - $204
Vernon, TX - $57
Victoria, TX - $9
Washburn University - $189
Wauchula, FL - $287
Weatherford, OK - $56
Westminster College - $395
West Point, MS - $433
Wichita Falls, TX - $39
Winthrop University - $306
Xavier University of Louisiana - $89
Yankton, SD - $204


This product provides different twitter actions to be used with content rules.
This product provides a twitter action to be used with content rules.
This product depends on `collective.twitter.accounts`_.
Just add this product to your buildout, and you should get the action to be used in the content rules.
Optionaly, you can specify a separate URL to be used as the beginning of the link.
- Go to the content rules, and add the "Tweet new content's title and url".
- Select the account you want to use, or just choose "First valid account"
- If you have a separate site for your public site, you can specify it in the "separate host" field.
http://another-host:8080/Plone and you want tweets to use the public host, specify it here.
take care of updating your system.
Go to the 'Site Setup' page in a Plone site and click on the 'Add-ons' link.
registries in order to see the effects of the product installation.
Development sponsored by Open Multimedia.


I was impressed with the professional and friendly manner of Eliza. I also was impressed with how the staff helped each other and even talked to me. You can tell that the staff likes working there. I chose Studio 466 after inquiring about a good salon in the area and was told from friends in Plainville that your studio was upscale and a good place to go.You are doing everything right! Donna L.


Tan and white. Approx 23 inches. 2.5 years old. Wearing a collar. Microchipped.
Oh no....that makes me feel sick.
We are still looking for him.
Oh I wish people would not leave dogs alone out in back gardens; cavaliers are such regular targets & leaving them with unsupervised garden access too often ends in this kind of tragedy where chance of return is very low as dogs are typically sold on especially if intact & suitable for breeding. :( Hopefully maybe he just got out and will be found. Let us know any further news. They should blanket the area with posters and reward offerings.


text:
New District Commissioner for Eastwood
The Regional Commissioner, Marion Rankin, is delighted to announce the appointment of David Smith as DC for Eastwood.
David brings a wealth of Scouting experience having been a leader for over 40 years. His roles have included those of District and Area Commissioner. As Area Commissioner for Greater Glasgow he oversaw the amalgamation of Districts and then worked as part of the team smoothing the way for Greater Glasgow and Lanarkshire Areas to amalgamate in to Clyde Region.
He has been actively involved in Auchengillan Jamborees since 1999 and was a Regional and Scottish Advisers for Faiths and Beliefs.
Commenting on the appointment, Marion said 'I am looking forward to working with David, this time in reversed roles as it was David when Area Commissioner who recruited me to the role of DC of the then new Kelvin Valley District.'
David - best wishes on your new role, Gary - "amalagmation"? Is Santa bringing a spellcheck for Christmas, IMcP 😀
Ian McPherson - 23rd December 2015 at 5:48pm


Due to the Easter holiday falling on the 3rd Sunday of the month in April 2019, we are canceling next month's Electronicfest on April 21st. Please enjoy the morning with family and friends and we'll continue the regular schedule on May 19th and on the 3rd Sunday of month moving forward. Please pass along to others who may not be on our mailing list and we'll send out a reminder in May. Thanks to everyone who comes out and supports the young men of Boy Scout Troop 446! Happy Easter!


text:
12 valve cummins
Here's Why The Cummins 12-Valve Is One Of The Greatest Truck Engines Of All Time
No diesel engine on earth is as legendary as a 12-valve Cummins. Not only is the inline-six known for its awesome stock torque figures, but the 1,100 pound iron hulk from Columbus, Indiana has a reputation for being almost literally unkillable, even after it's been modified to produce prodigious power figures. The "five nine" is a tough sunovabitch. Perhaps the toughest of all sunovabitches
Today, in the fourth installment of "Engines You Should Know," I'm breaking out some heavy weaponry to convince you once and for all that inline-sixes are simply the best engines of all.
If somehow the modern all-aluminum 4200 Vortec Atlas engine from General Motors didn't convince you, I guess I can understand. If the supremely mod-able 2JZ-GTE in the Toyota Supra still didn't have you nodding your head, then perhaps you need to see a doctor. And if after those two, the bulletproof Ford 300 inline-six wasn't enough for you to see the light, well, I have the antidote to your ailment: the legendary Cummins 12-valve, the engine that served as the backbone of the now-bustling diesel performance community.
To help tell the tale of the "five nine," I reached out to Cummins' marketing director David Goggins, who told me that the engine's durability is rooted in its design for grueling industrial applications, saying:
A lot of the reason that engine is as durable as it is is because we designed it to be a heavy duty, commercial kind of engine.
He went on to say that the 5.9-liter engine actually originally started as a joint venture between the Indiana-based diesel engine company and Case Corporation, which builds tractors and construction equipment.
And indeed, starting in 1984 (well before the 5.9-liter engine ever found itself powering a Dodge Ram), Cummins offered three different variants of the 5.9-liter called the 6B, 6BT (turbocharged) and 6BTA (turbocharged, aftercooled), which served duty in tractors, combines, excavators, road graders, pavement rollers, boats, field sprayers and even school buses.
These are all seriously heavy duty applications. Add that to the fact that these engines were available in dozens of different markets with different climates and work environments (like Russia, China and India), and you can imagine how relatively understressed that Cummins Turbodiesel was once it finally made its way into a Ram pickup in 1989.
When Dodge put the Cummins Turbodiesel into its Ram in 1989, a legend was born. GM and Ford couldn't compete with their relatively gutless diesel offerings; the Cummins blew them out of the water. Even though the Cummins 12-valve only cranked out 160 horsepower, with its long-stroke and undersquare design (4.02-inch bore, 4.72-inch stroke), the engine made 400 lb-ft of pavement-destroying grunt. Chevy's 6.2-liter and Ford's 7.3, by comparison, weren't even making 250 and 350 lb-ft, respectively.
But perhaps even more impressive than its factory torque numbers is the engine's reputation for longevity. Once you start looking at the mechanical bits, you begin to see just how overbuilt the B-Series engine really is. The block and head are cast iron, the crankshaft and connecting rods are forged, the seven main bearings are massive, and like many heavy-duty diesel trucks, the crank and cam are connected by a steel timing gear—not a chain or belt like you'd find in normal cars and trucks. The Holset turbos are also know to last until the end of time.
There's really not a lot going on with this engine; simplicity, really, is what makes the silky-smooth inline six unkillable. The cam is in the block, actuating pushrods to open and close two valves per cylinder, the geroter-style oil pump is right up front on the accessory drive, there's no aftertreatment system (just a muffler), and the fuel injection system is purely mechanical.
I talked with Tyler from Diesel Power Products, a Washington-based Diesel performance parts supplier, and he told me the basic formula for why the Cummins 12-valve is such a beast, saying it's just "too dumb to die." And that mechanical fuel injection system, he says, is the key to what truly makes the 12-valve "dumb" (but in a good way).
Unlike the later 24-valve ISB model that came around in mid-1998—which used a Bosch VP44 electronic rotary style pump—the 12-valve offered between 1989 and 1998 used a fully mechanical fuel injection system that used the cam to time when fuel was injected into the cylinders.
This, Tyler told me, made the engine "The most reliable, simplest, as basic-as-it gets, fully-mechanical diesel engine" a diesel tuner could ever ask for; in fact, the vehicle literally only needed a couple wires to turn the motor over with a starter; and once it was running, the engine needed no electronics at all. Compare that to the bag of snakes all modern engines have under hood, and you realize just how simple this motor is.
Perhaps even more interesting than reliability and simplicity, Tyler says, is that the fully mechanical fuel system gave the end user "complete control" of how the engine generates its power.
Mod-Ability
The Cummins 12-valve is hilariously simple and reliable, but what puts it over the top as the greatest diesel pickup truck motor of all time is how easily it can be modified to produce hilarious power numbers. Tyler told me "there's no other platform like it in the diesel industry as far as control." And a lot of that control comes from what's known as the coveted "P-Pump."
P-Pump
Early diesel Rams ('89 to '91) came with a mechanical VE rotary fuel injection pump that really wasn't so great for tuning. But from 1994 to 1998, Cummins threw on the Bosch Bosch P7100 mechanical injection pump, also known as the "P-Pump"—a part that changed the diesel tuning world forever.
The P-Pump opened up a whole new array of tuning options; Tyler says the P-pump is so versatile, it allows owners to add power with almost no effort whatsoever, saying:
It's pretty much the only platform in a truck where you can literally not spend a dime and gain 70 horsepower without opening your toolbox.
The P-Pump, as Tyler puts it, is "basically a little engine in itself." Driven by the engine's cam gear, the P-Pump is an injection pump that gets fed fuel from the lift pump (which takes fuel from the tank). The injection pump's six plungers—which ride on a camshaft in the pump housing—move up and down in barrels. That upward movement pressurizes the fuel and pushes it through the delivery valve, which meters the fuel and sends it into the engine's cylinders through an injector.
The way the P-Pump is set up allows for lots of easy modifications. Among those mods are fuel plates with different "cuts" to reduce the restriction of fuel flow at high engine speeds.
Between installing a new fuel plate (or just hacking up the old one with a grinder), replacing the governor spring with a stiffer one (usually owners go with a 3k to 4k spring) for better throttle response, and tuning the preboost screw (for better low rpm fueling) and starwheel (for improved throttle response), basic adjustments to the P-Pump can add 150 horsepower to a Cummins 5.9. This, of course, assumes that the injectors, lift pump and turbo have been adjusted accordingly.
Tyler puts it simply: "You can turn up the little engine to turn up your big engine."
There's even more Cummins 12-valve owners can do to add power besides fiddling with the P-Pump. With a different intake and exhaust, bigger turbos, a better lift pump, bigger injectors, perhaps a beefier crankshaft damper, new valve springs and pushrods, some basic head tweaks, and maybe a girdle at the base of the block to prevent crank wrap, many of the stock internals can handle 1,000 horsepower without issue.
It's A Legend
While Ford and GM have swapped out their diesels a number of times since 1989, architecturally, the Dodge's Cummins has remained fairly similar to the original.
Still, the Cummins 5.9 saw a number of little throughout the years. A few years after its introduction in mid 1991, the engine added an intercooler. Then in 1994, the motor changed from a rotary Bosch VE rotary pump to the P-Pump.
The 12-valve went away in 1998, replaced by a 24 valve which offered better breathing. At the same time they made the swap to 24 valves, Cummins put in Bosch VP44 electronic fuel injection; though the injection pump was still driven by the cam, the timing of fuel injection was no longer mechanical, instead driven by a solenoid.
In 2003, the Ram's 5.9-liter switched to a Bosch common rail system. The big change happened in 2007. For the beginning part of the model year, the 5.9-liter stuck around. But starting in January of 2007, the 5.9 was finally replaced by a bored and stroked version with 6.7-liters of displacement. The change brought a fairly complex after treatment system with it to meet emissions, which warranted the increase in displacement to maintain performance.
Many diehards decry the complex emissions components and the electronic fuel injection system, as they both do a number on tune-ability. Regardless, the 6.7-liter Cummins, and frankly any truck with a big chrome "C" on the fender, gets tons of respect from diehard diesel enthusiasts around the world.
But undeniably, of all Cummins pickup truck engines, the 12-valve 5.9-liter is the king. Cooper from Diesel Power Products says "It's probably the most reliable platform ever made on any diesel truck."
It wasn't perfect, as many 12-valves were plagued with the "Killer Dowel Pin," (seen in the picture above) which could back out and get squeezed between the cam gear and the gear cover, ultimately destroying the engine. But that's a fairly straightfoward fix, and if you look at the nearly 10,000 people who are part of the Cummins High Mileage Club, and the dozens of 5.9-liter owners who have crested 1 million miles, you realize why this motor is regarded by many as the very best diesel engine ever put into a pickup.
Sours: https://jalopnik.com/heres-why-the-cummins-12-valve-is-one-of-the-greatest-t-1795746543
11 Reasons Why the 12-Valve Cummins Is the Ultimate Diesel Engine
A simple design with unmatched reliability, tremendous performance potential and rugged, million-mile durability sums up the appeal of the 12-valve 5.9L 6BT Cummins. The 12-valve 5.9L 6BT Cummins came out of the box with 230hp, 440 lb-ft of torque and a P7100 inline injection pump. While it began life as an agricultural engine, its popularity picked up immensely once it was put into Ram trucks starting in 1989.
To thousands of diesel lovers, this 1,100-pound hunk of iron is the patriarch of the modern diesel performance era. The ¾-ton and 1-ton Dodge Rams they grace can be made to produce 500 rwhp with relative ease, rack up more than 20 mpg on the highway and easily last more than a half a million miles. In addition to being the power plant of choice in the truck pulling game, the 12-valve is a regular choice in the engine swap world as well, powering countless Jeep, rat rod, muscle car and dragster projects.
But exactly why is a 20-year-old diesel — straddled with ancient injection technology — so high on everyone's priority list? Scroll along as we pinpoint all of its strong suits. From free horsepower to a near-indestructible design, to the immense parts interchangeability that exists across all model years (including on-road, off-highway and marine applications), the following 11 reasons spell out why the 12-valve version of the 5.9L is so legendary.
1. Simple Design
Meet the 12-valve version of the 5.9L Cummins, produced from '89-'98. A cast-iron block and head, forged-steel crankshaft and connecting rods, an inline-six design and mechanically controlled direct injection all play into the hands of a power plant built for maximum reliability and longevity. A stroke of 4.72 inches (accompanied by a 4.02-inch bore) yields 359 cubic inches, incredible low-rpm torque and remarkable fuel efficiency.
Along with it being in an inline engine's nature to produce gobs of torque, they're also easier to work on than the V8 competition. You can pull the turbo in minutes and a novice mechanic can replace the water pump in well under an hour. The one drawback is that with very few performance modifications, the 12-valve is known to wreak havoc on transmissions and axles. So while added power comes easy, the rest of the powertrain often requires reinforcement in order to cope with what the 5.9L can dish out.
2. Stout Connecting Rods
The forged-steel connecting rods found in the 12-valve 5.9L (and '98.5-'02 24-valve engines) are of an I-beam design and capable of easily handling 800 rwhp in stock form. For drag race and sled pull applications, a host of aftermarket companies offer polished, shot-peened and balanced versions of the factory rod, which can be made to withstand 1,200 rwhp (give or take) before bending.
3. Heavy-Duty Rod Bolts
Even though the factory rods can handle north of 800 rwhp, the stock rod bolts are on borrowed time past this point as they can back out with age and increased engine speeds. Luckily, ARP manufactures heavy-duty rod bolts for the '89-'02 5.9L, which offer approximately 23 percent more tensile strength than the factory units (PN 247-6303).
4. 6 Bolts Per Cylinder
With six 12-mm diameter head bolts per cylinder, the 5.9L Cummins is rarely ever at risk of blowing a head gasket, even with serious boost and cylinder pressure in the equation. In fact, the stock head bolts can stand up to as much as 100 psi of boost before stretching! For this reason, a lot of 5.9L gurus simply re-torque the factory hardware (vs. adding head studs) before pushing big boost.
In this photo, the owner of a '94 Dodge Ram re-tightened the head bolts (from the center out) to 150 ft-lb at the same time he added a compound turbo arrangement. His fuel and air mods would eventually subject the stock head bolts to 80 psi of boost — and the head never lifted.
5. P7100 (The Holy Grail)
While the 12-valve was produced from '89-'98, most folks seek out the '94-'98 version. These engines were equipped with the mechanical Bosch P7100 injection pump (also known as "P-pump" or inline pump), which features six plunger and barrel assemblies, a cam and delivery valves. When the camshaft rotates (the cam is in charge of the firing order), its lobes move the six plungers up and down in their respective barrels (thereby creating injection pressure).
As you can imagine, there is a lot of room for improvement with so many moving parts inside the P7100. Larger diameter plungers and barrels, bigger delivery valves, quick-rate cams, different rack plugs and performance fuel plates are all available.
In addition, advancing the timing of the P7100 improves performance considerably. Most factory P-pumps were set at a conservative 12.5 degrees (BTDC), but bumping up into the 18-19-degree range is always good for a noticeable boost in power, and is also considered about as far as a daily driven setup should be taken (before cold start and drivability issues surface). In competition sled pull engines, it's not unheard of for pumps to be set at 40+ degrees of timing.
6. Free Horsepower
Being a mechanically-injected engine, you're not beholden to electronically interfacing with the ECM when you make fueling changes on the 12-valve Cummins. This means you can add horsepower with a few simple hand tools and your own two hands. The free mods begin with the AFC (air fuel control) housing shown below, which sits at the rear (top) of the aforementioned P7100 injection pump.
Moving the AFC housing all the way forward (toward the front of the truck), turning the star wheel beneath the AFC housing toward the passenger side of the engine, removing the fuel plate and disabling the turbocharger's wastegate are all methods of adding horsepower. In fact, performing all of the above often results in a 100-hp gain, if not more.
7. Interchangeable Parts
While not everything is interchangeable between the '89-'93 5.9L and the '94-'98 versions, a host of parts can be swapped over. Among the list of interchangeable hard parts includes the camshafts, connecting rods, the turbos are similar and a P7100 injection pump can be added to the '89-'93 engines (in place of the fuel-limited rotary VE pump) with the right components and know-how. Adding a P7100 to the first generation 12-valve engine effectively takes the truck's horsepower capability from 350 rwhp to 600 rwhp. For those kinds of gains it's definitely worth the hassle of hunting down all the conversion parts you need.
8. Affordable Injector Upgrades
Unlike today's electronically controlled, common-rail diesel injectors that can run upwards of $3,000 per set, performance injectors for a 12-valve typically range from $450 to $1,000 (give or take). One common injector comes from the 370-hp version of the 12-valve used in marine applications. Made by Bosch, the marine 370 injectors feature a 5-hole nozzle with 0.012-inch diameter orifices (known as 5x12's in Cummins-speak), can add up to 100 hp and retail in the $450 to $500 range.
A set of Stage 4 units from Dynomite Diesel Performance (shown above) will run you just over $1,000, but due to their 5x0.014-inch nozzles can support more than 800 rwhp with the right amount of airflow. The largest streetable injector we come across are the popular 5x0.018-inch nozzle units. Without a doubt, mechanical injectors are where it's at for making budget-friendly horsepower.
9. HX35: One Tough Customer
The Holset HX35 found on '94-'98 12-valve engines is one of the toughest factory turbochargers we've ever come across. Even though it was designed to see 20 psi of boost in the 5.9L Cummins' application, it doesn't seem to be out of its efficiency range at double the boost. While making 35 to 40 psi (courtesy of a disabled wastegate), the HX35 not only yields more power, but lower exhaust gas temperature (EGT) as well. And with a larger (14cm) or modified (ported) factory 12cm exhaust housing, exhaust flow increases, drive pressure drops and the HX35 can support 450 rwhp — not bad considering these engines start out with 160 to 215 hp at the crank, depending on the model.
10. High-Flow Heads
Despite all the progress that's been made with the 24-valve head design over the years (a 24-valve head has been used on the Cummins line since '98.5), competitive sled pullers and drag racers seeking the most horsepower possible almost always revert back to the 12-valve cylinder head. In fact, it's not uncommon to find a 12-valve head sitting atop a 6.7L Cummins' block in the upper echelon of diesel motorsports. With the intake shelf milled off, the intake and exhaust ports opened up and multi-angle valve jobs with huge valves added, the 12-valve unit can't be topped in the flow department. But while a worked over factory 12-valve head can flow extremely well, due to the way they were cast, there is only so much material you can remove before you compromise the structural integrity of the head (they often crack after limited use).
Looking to get more flow and reliability out of a competition 12-valve head, Hamilton Cams had completely new cylinder heads cast (pictured above), designed specifically to incorporate more meat around the ports (especially on the exhaust side). More material means more porting (material removed) is possible without sacrificing durability (cracking). Hamilton's top-of-the-line Warhead cam can be made to flow a whopping 310 to 340 cfm per cylinder (vs. 150 cfm on a stock 12-valve head), and in dyno testing has shown gains of as much as 300 hp on 2,500 to 3,000 hp Super Stock class sled pull engines.
11. Endless Performance Potential
With maxed out 12-mm, 13-mm, even 14-mm P-pumps, 5x18, 5x25 or larger injectors, and today's highly advanced aftermarket turbochargers, the sky is the limit on what a 12-valve can do in a competition environment. This '93 Dodge W250, owned by Cole and Cory Dow, is one of the best examples of everything a 12-valve is capable of. The truck was a competitive sled puller, ran 9s in the quarter-mile (yes, 9s!) and even did a little street driving — to the tune of more than 18 mpg.
Their '93 model year Cummins is graced with the coveted 215-hp variant of the P7100, a cam out of a '94 engine, an S475 BorgWarner turbo, a water-to-air intercooler and a custom header the Dow's fabricated themselves. At the dragstrip, nitrous is added to the equation, which culminates in 1,100-rwhp and 9-second blasts through the 1320. The old Dodge gets its power to the ground via a J&H Performance-built 47RE four-speed automatic and a Sun Coast manual valve body. Don't believe a 6,000-pound, 25-year-old Dodge can run 9s? Check out this 9.87-second run, and then back it up by watching this 9.64-second pass at 139 mph!
Sours: https://www.drivingline.com/articles/11-reasons-why-the-12-valve-cummins-is-the-ultimate-diesel-engine/
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Cummins Engine Information
To ensure proper runability the ECM and PCM must year match. If there is a mis-match you will encounter runability and other issues.
The 1999½ - 2002 24-Valve engines are computer controlled and provide a bit more horsepower than the earlier engines. For this engine we provide wiring instructions to help you make it run in your Ford or Chevy. The Dodge PCM is required if you want to use OBDII diagnostics or an aftermarket tuner that requires the data link connector. Without the Dodge PCM,diagnostic information can still be accessed at a Cummins dealer through the Cummins data link connector located in the engine wiring harness, but certain performance programmers will not work as a result.
Be prepared to use the Auto trans style Cummins ECM when adapting the 24 valve Cummins to an automatic transmission. Apparently there is a difference in how the ECM adjusts fueling depending on the idle load. When a standard trans style ECM is used with an Auto trans the engine may lope (run rough) at idle. This issue seems to be even more evident when high performance upgrades are added.
The 2001-2002 engines require an electronic speed signal input to run properly. Ford trucks that have a rear axle speed sensor can easily accommodate this, and it can be done in an older truck with an aftermarket speed sensor. It's just another thing you need to know.
Be aware that some of these engines have what is referred to as a "53 block." This number is cast onto the side of the block just above the oil pan rail on the rear driver's side or front passenger side. These blocks are known to crack on the exterior water jacket.
The thermostat housing on these trucks also points toward the driver's side of the truck, so if you plan to run a Ford radiator that has the upper hose connection on the passenger side of the radiator, you will want to buy our straight up thermostat housing to make your upper radiator hose connection easier.
RPM RANGE
Max Stock Torque- 555-650 lb-ft
See our Common Rail Conversion Information article for more detailed information.
Cummins Common Rail 2003-2009, 5.9L/6.7L - Generation 3
The Cummins common rail engines are a great choice for your conversion. They offer great power and reliability. Engine tuning upgrades can be done electronically with several tuning service businesses existing in the US and Canada. Full engine diagnostic capabilities are also retained.
There are differences in the various model years you'll want to be aware of before sourcing an engine. If you are unsure if your ECM is from an automatic or manual transmission truck we can verify this if you provide us with the ESN listed on the ECM. Below are some conversion related notes for your consideration.
2003-2004 with Manual Trans ECM:
Original APPS (accelerator pedal position sensor) mounted under battery.
ECM is compatible with DCS's harness modification service and pedal module.
Key recognition security system was optional on some models which may require a re-flash of the ECM.
2003-2004 with Automatic Trans ECM:
Original APPS (accelerator pedal position sensor) mounted on engine. Tihs is retained. Pedal kit is required to operate the engine mounted APPS.
ECM is compatible with DCS harness modification service.
Must designate automatic trans engine is used if using DCS harness modification service. There are differences compared to the manual trans engine.
Both the Automatic and Manual trans are compatible, however the Manual trans ECM has been reported to be more desirable for power & tuning.
2006-2009 5.9 & 6.7 Liter:
Dodge TIPM (Totally Integrated Power Module) required for OBD port communication (On Board Diagnostics).
ECM re-flash necessary to eliminate SKIM (Sentry Key Immobilizer Module) security function.
2010 & Newer: Generation 4
DCS currently does not offer technical support on these engines.
We offer this information to make you aware there can be many differences between an Industrial Cummins engine vs. a Dodge Cummins engine. The cost and time switching these engines over can be substantial.
12 Valve Industrial Engines
Details that often differ from automotive style engines:
turbo inlet/outlet
throttle linkage & cable
lower radiator hose nipple
a/c compressor bracket
fan support & pulley
belt tensioner bracket
oil pan & pickup tube
lower compression ratio
- Injection pump will not communicate with Dodge ECM
- No electronic tuning capabilities
- Much lower governed RPM is common (as low as 1,900 RPM!)
- fly-by-wire TPS (throttle position sensor incorporated in the accelerator pedal)
- Lower rad hose connection, a/c pump bracket
- Fan support/pulley
- Thermostat housing/alternator mount
- Belt tension bracket
- Oil pan and pickup tube (too long of a sump)
- Exhaust manifold
- Air horn (Intake)
- Factory diagnostics require Cummins Insight®
Possible Options to make an Industrial 24 Valve conversion-friendly:
1.) Use a mechanical injection pump from a 1994 -98 Dodge 12 Valve engine known as "P-pumping" the 24 Valve engine
2.) Get ALL of the DODGE electronic engine components (VP44, ECM, PCM, TPS & throttle cable)
Common Rail Industrial Engines
Our adapter plates will not work with the Common Rail industrial engines due to the engine's rear-gear timing system.
*Diesel Conversions® is not affiliated with Cummins, Ford, or Dodge. Our uses of these trademarks are for descriptive purposes only.
Diesel Conversions®
Diesel Conversion Specialists
www.dieselconversion.com
Sours: https://www.dieselconversion.com/blog/Cummins-Engine-Information/
Double The Horsepower of Your 12 Valve Cummins - Power Driven Diesel
A Very Brief History of the 12-Valve Cummins
If you're a fan of big, North American pickup trucks, you've probably heard a thing or two about the Cummins diesel engine used in heavy-duty versions of the Dodge Ram. You may have even heard about what truck fans like to call the "12-valve". To most people, more valves per cylinder would seem like a good thing. However, the 12-valve Cummins has achieved somewhat of a cult status in the truck scene. The 12-valve is as revered as the 2JZ or the K-series, and some people will even tell you that it's the greatest engine ever made. Of course, you're probably wondering why.
First of all, let's talk about why it's called the Cummins. The engine is made by Cummins, Inc. of Columbus, Indiana. Founded by diesel mechanic Clessie Cummins in 1919, Cummins has become one of the most respected diesel engine manufacturers in the world. Most of Cummins' engines are used in heavy machinery, buses, transport trucks, and even as generators. There are few companies that know their way around a diesel engine like Cummins does.
So when it came time for Dodge to up the ante in the world of heavy-duty pickups, they turned to Cummins for help. General Motors had the ultra-efficient Detroit diesel, while Ford had the powerful IDI diesel engine made by International Harvester. Both of these engines were V8 diesels specifically designed for use in a pickup truck as an alternative to thirsty gasoline engines. In contrast, Dodge decided to borrow the existing B Series Cummins engine. The B Series was a straight-six diesel engine widely used in mail trucks, school buses and even in mining operations as generators. It needed to work in the Ram, too—Dodge was already several years late to the diesel truck party.
The first Cummins diesel to be fitted into a Dodge Ram was a 5.9-litre, 12-valve straight-six called the 6BT. From 1989 to 1998, the 6BT would cement its reputation as one of the greatest diesel engines ever made. Fitted from the beginning with a Holset turbocharger (which wasn't intercooled until 1991), the "12-valve" became a legend for its power, efficiency, and reliability. The Cummins diesel helped usher in a new era of American trucks: never before had the humble pickup been able to work as hard as the Cummins-engined Ram. What made the Cummins so popular was the fact that its peak power and torque was insanely usable—in fact, the redline is only at 3,000 RPM! The 12-valve was able to get respectable fuel economy while producing torque figures never-before seen in an ordinary pickup truck.
By 1998, emissions regulations necessitated the switch from the 6BT "12-valve Cummins" to the ISB "24-valve Cummins". Although the 24-valve was more powerful than the 6BT and was, by all means, still a very good engine, it never achieved quite the same popularity as the original 12-valve. Today, the 5.9 12-valve diesel is still very much sought-after by truck buyers for its reliability, mechanical simplicity, and efficiency. They are also very popular among enthusiasts, as the iron block can handle a lot of power. Mind you, because it's essentially a scaled-down dump truck engine, this shouldn't come as much of a surprise.
By now, I hope that I've been able to give you the impression that the 12-valve Cummins is a pretty good engine. But is it really one of the best engines ever made? I think you could make a pretty good argument in favour of the 6BT. From a tuning perspective, the 6BT was simple to work on, capable of handling huge amounts of power, and well-supported by both OEM and aftermarket parts manufacturers. If you could make a roadworthy brick shithouse, the Cummins would probably be the most fitting engine you could put in it. It might not set lap records at the Nurburgring, but if there's a tree stump that needs to be pulled out of the ditch, a Cummins will probably get the job done.
This content was originally posted by a Car Throttle user on our Community platform and was not commissioned or created by the CT editorial team.
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Sours: https://www.carthrottle.com/post/988ok7g/
Cummins 12 valve
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12 Valve Cummins -25F Cold Start
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Kelly Briggs, academic advisor in the College of Education's Center for Student Success, has been chosen for the highly competitive Emerging Leader Program, or ELP, hosted by NACADA: The Global Community for Academic Advising.
Charlie Nutt, NACADA executive director, informed Briggs that she was one of 10 applicants worldwide selected for the two-year program that includes a stipend to attend the association's conferences.
"The selection committee felt your application was excellent and that your involvement in this program will not only benefit you but also the association through your involvement with it," Nutt wrote.
Briggs grew up and earned her bachelor's degree in Ontario, Canada, "without the benefit of an academic advisor." She worked as a K-12 teacher and guidance counselor in China and Egypt before marrying a U.S. soldier, and the couple moved to Manhattan when he received orders for Fort Riley.
"I had never heard of academic advising until I moved to Kansas in 2012," Briggs said. "That's where I discovered the master's in academic advising at K-State and realized advising was what I had always wanted to do but that didn't know existed."
Briggs is passionate about serving military-connected students and serves as a committee member for K-State's annual event Meet Your Military-Connected Students that showcases specific programs and services for this population. In addition, she is a member of the NACADA military-connected advising community.
Her passion led to co-authoring an article with three faculty members, "Creating and Sustaining a College-Wide Military-Connected Community of Practice," that was published in the Journal of Continuing Higher Education in October 2017. She also co-authored "The Winding Road: How Today's Student Consumes Higher Education" with fellow academic advisors Sandra Avalos and Mechelle Martinez published in Academic Advising in 2016.


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