Author Archives: bpriddy

I beg your pardon

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Ming the Merciless came to mind the other day.  The villain in countless Flash Gordon comics, movie serials, motion pictures, television shows and series programs, Ming presided over the Kingdom of Mongo and Flash was his nemesis.

Ming and Mike Parson have nothing in common. But word association kicked in when I noticed the latest word that Governor Parson issued 36 more pardons to imprisoned Missourians a few days ago.  By our count, that raises his total to 105 pardons in the last six months along with four reductions in sentences—commutations.  And I thought, “Mike the Merciful.”  And that led to the next thought, Ming. Odd how the mind works sometimes.

We haven’t combed the records of all of our previous governors but we suspect Governor Parson might already have set a record for pardons. Certainly he will have a chance to set one if he has not set it by now.

But it is unlikely that any previous governor has had the chance Mike Parson has had to take these actions.  It seems that his predecessors, we don’t know how many, did not act on about 3,700 clemency petitions.  His office says he has made a slight dent in that total by dispensing with about 500 of them.  Obviously, he’s not in the mood to rubber-stamp anything.

These circumstances might surprise some people.  He’s a conservative for one thing and conservatives are sometimes stereotyped as “lock ‘em up and throw away the key” people.  He sure isn’t a liberal who stereotypically would open prison doors to release all kinds of bad folks.

He’s a former sheriff and we’ve heard some law enforcement people complain that they work hard to put people away only to see some stereotypically soft-hearted judge let them go.

And here we have conservative Mike Parson, former sheriff, letting more than 100 people (so far) out of prison early.

If we were still an active reporter at the Capitol, we’d want to interview him about this issue. It’s one of the things we miss about not being an active reporter anymore—access to explore issues such as this with people such as Governor Parson.  So we’ve suggested to some colleagues they do it.

Just think of it as an old fire horse who thinks he hears the fire bell ringing again every now and then.

Without trying to read the governor’s mind, might we suggest a couple of things?

First, because he’s a former sheriff, maybe he understands that the justice system isn’t always fair to the people law enforcement officers spend a lot of time arresting.  Mandatory sentencing isn’t particularly fair all the time.  And not all of those going to prison are by nature bad people who deserve the stiff penalties they’re given whether under mandatory standards or otherwise.

Second, people change.  They earn a second chance and no good results from denying it to them.

Third, the accumulation of clemency requests not acted upon by predecessors is just plain wrong.  Justice delayed is Justice denied, we’re told.  Justice can be served in a lot of ways, and continuing to hold a redeemed soul behind bars isn’t justice. Or, at least, it hasn’t been for more than 100 people in the last six months.

From what we’ve seen, the bar is pretty high to merit a Parson pardon or a commutation. The folks to whom he’s giving clemency have not earned it by just doing time; they’ve earned it by what they have done with their time.

Last December, when he announced his first batch of pardons, he said he chose those who have “demonstrated a changed lifestyle and desire to move on from past behaviors.”

“If we are to be a society that believes in forgiveness and second chances, then it is the next chapter in these individuals’ lives that will matter the most. We are encouraged and hopeful these individuals will take full advantage of this opportunity.” 

He has told his legal team—less than a handful of people if we read the latest Blue Book staff list correctly—-to keep reviewing the files.  That’s a lot of reading and follow-up questioning for that small number of people to do. But they’re chipping away at it.

He said in December that he wants it clearly known that he’s not “soft” on lawbreakers. “There must be serious consequences for criminal behavior,” he said. “But when individuals demonstrate a changed lifestyle and a commitment to abandoning the ways of their past, they should be able to redeem themselves in the eyes of the law.”

It’s a clear message—-Lock ‘em up.

But remember where the key is.

And WHAT it is.   And what it is, is the inmate.

 

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The Forty-Something State, Again, Still

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Let’s have a show of hands.

How many of you, when you think of people who have had the most influence on your lives put at least one teacher in your top ten?   I have at least three.

A lot of people in a lot of roles in our society do not deserve our praise; they deserve our awe.  As schools begin classes in whatever form, teachers join first responders of all stripes and health and mental health workers of all kinds, public safety employees, and men and women in uniform who “provide for the common defense” on the platform of heroes.

When it comes to recognizing all of these folks at the most basic level, however, we talk a good game but we don’t play a good game. We saw a recent survey by Business Insider that should bother all of us.  A lot.

Since then we’ve seen a report from the state auditor that buttresses what BI told us.

Business Insider is a German-owned website that focuses on business and economic issues.

The folks at BI have looked at figures from the U. S. Department of Education and the census bureau for the school year 2018-19, the most recent year for which data is available. It finds the average Missouri teacher was paid $50,064 that year.

The national average was $61,730.

Missouri ranked 44th.  The lowest-ranking went to Mississippi, which paid its teachers $45,574. West Virginia is 49th at $47,681.

The only thing that keeps Missouri from being West Virginia in the rankings is that our average teacher salary is a whole $46 a week more than the teachers there.

$46.

What’s worse is that when our average teacher salary is measured against inflation, our teachers have lost more than six percent of their purchasing power because of inflation in the last twenty years.

This isn’t news to our much-praised but barely-raised teachers.   But it should be disturbing to those who expect so much of them.

Spare me the excuse that you can’t solve a problem by throwing money at it.  The problem is the money. We need to throw $11,000 a year at our teachers just to get them to the national average.

This is a matter of recognizing the important role people play in building or maintaining our society. And in times like these when we are asking—and when some are DEMANDING—that these good people face the possibility that they are stepping into harm’s way every day they open their classroom door, recognizing how far below the national average they are in pay and doing nothing about it is demeaning.

Then when their school district doesn’t have enough money to provide their classrooms with enough basic things such as paper and pencils, we expect them to guy their own.

Now we have a virus threatening their well-being and the well-being of their students that has led to terrible cuts in state funding for education in this fiscal year. Legislation is being introduced in the General Assembly this year that will undermine state support for our schools and our teachers even more.

What is an appropriate salary for our teachers?  Don’t look to this otherwise all-knowing oracle for an answer.  We had two children in our house for about eighteen years. We can’t imagine having twenty or thirty children in one room for six or eight hours every day of the week—children who bring multitudinous health and personal issues with them from home.

We pat our hometown public servants on the head and tell them they’re doing good.  But we don’t appreciate them enough to pay them salaries that at least keeps up with inflation.

Such is the lot for anyone who sees public service—teachers, police and firemen, healthcare workers, sewage plant operators, government employees—you name it.  “What’s in it for them?” you might ask.  If you have to ask you’ll never understand the answer.

Sometimes being a low-tax state is nothing to brag about.

If you want to see how the states stack up in the teacher salary study, go to:

https://www.businessinsider.com/teacher-salary-in-every-state-2018-4#38-indiana-14

A month or so ago, State Auditor Nicole Galloway announced a study by her staff confirmed Missouri’s abysmal standing in education funding. She confirms Missouri ranks 49th in state support of elementary and secondary education. The report comes just two years after the auditor’s staff found more than two-thirds of local school districts have put increased financial burdens on local taxpayers in the last decade because the state (i.e., the governors and legislatures) budget for education has not kept pace with education’s costs.

We’ve cited before one of the favorite jokes of long-dead comedian Myron Cohen about the man who found a naked man in his wife’s closet one day and asked him, “What are you doing in there?’  And the man said, “Well, everybody has to be somewhere.”

Missouri is somewhere when it comes to funding for education, one of the things that is often spoken of as a key to the state’s economic health.  But Misouri’s “somewhere” in this case, as in so many others, is nothing to be proud of.

Seven is a serious number

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Maybe even a sacred one in auto sports—-

—-because many have hoped to reach eight and haven’t made it.

The road has suddenly turned uphill for Scott Dixon, the reigning INDYCAR champion who hopes to get to seven and for Lewis Hamilton, the reigning champion of Formula 1, who wants to get beyond it.

Dixon hopes to equal A. J. Foyt’s seven championships in INDYCAR. Hamilton wants to break his tie with Michael Schumacher and become the first eight-time champion in Formula 1.

Early trouble for Dixon in the Indianapolis 500 left him 17th at the end in a double-points race and dropped him out of the series point lead to 36 points behind young Alex Palou, who was second at Indianapolis.  Dixon is only one point up on another fast-developing  youngster, Pato O’Ward.  All three have one victory so far this year.

Dixon has a chance to re-establish himself this weekend when IndyCar races twice at Belle Isle Park in Detroit, on Saturday and on Sunday.  Those will be races seven and eight on the INDYCAR on the 16-race INDYCAR schedule. One will be Saturday, August 28 at Gateway International (Worldwide Technology Raceway), just across the river from St. Louis.

Hamilton had lost the points lead at Monaco to Max Verstappen and was in danger of falling 15 points behind him as the laps wound down last weekend at the Grand Prix of Azerbaijan when Verstappen blew a left rear tire and went into the wall.  Hamilton was running second at the time with an excellent chance to take the lead when the race was restarted.  But Formula One cars have a switch that cars in many other series don’t have and Hamilton used it, causing him to crash, too.

The switch turned off the brakes on his car, forcing Hamilton to take an escape road while the rest of the field roared past him. The switch is used to change the balance of the brakes on grand prix cars.  Hamilton wound up 16th, failing to score a point in a race for the first time in 54 events, a record.

Hamilton has plenty of time to recover.  The Azerbaijan race was only the sixth in a 23-race schedule. He’ll have his first chance to regain his dominance on June 20 at the Grand Prix of France.

Only a few drivers either in INDYCAR, NASCAR, or Formula 1 have claimed seven championships.  The eighth has been elusive.   Richard Petty won his seventh NASCAR title in 1979.  He raced until 1992 but was never higher in the standings than fourth.

Dale Earnhardt, Sr., was the second NASCAR driver to claim seven titles. He won his seventh in 1994 but finished second in 1995 and 2000.  He was looking for that eighth crown when he was killed in the season-opening race at Daytona in 2001.

Jimmie Johnson became the third NASCAR driver to win the title seven times. He won five titles in a row, 2006-2010, with single titles in ’13 and ’16.  He retired after four more years with a best finish of tenth in the standings.

  1. J. Foyt won his seventh INDYCAR crown in 1979, the same year Petty reached seven. He stepped out of his car for the last time in 1995, never finishing higher than fourth in the standings after his seventh title.

Michael Schumacher reached seven by winning five Formula 1 titles in a row, the last coming in 2004. He raced through 2012, finishing third in ’05 and second in ’06. A skiing accident late in 2013 left him with severe head injuries. His condition has been closely-guarded by his family.

Here are some others who never got to seven or never got past it:

Jack Nicklaus won six Masters Tournaments.

Tom Brady has quarterbacked six Super Bowl champion teams.

Roger Clemens won the Cy Young Award seven times.

Barry Bonds won seven Most Valuable Player awards.

Michael Jordan won the NBA MVP only five times, one more time than LeBron James has won it. Nobody has reached six.

However, Wayne Gretzky won NINE NHL MVPs, including eight in a row. There’s always an exception, isn’t there?

 

The Daily Gift

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(We were reminded this week by the death of a former colleague at the age of 44 that life and death are not predictable, not even for those imprisoned and facing capital punishment.  And what if it were?  Dr. Frank Crane ponders—–)

THE UNCERTAINTY OF LIFE

“There goes a man,” said the physician, “who is under sentence of death.”

“What to you mean?’

“He is in the secondary stages of a disease for which there is no known cure.  He is as sure to be dead or to lose his mind, which amounts to the same thing, as far as the victim himself is concerned, and one of these calamities is bound to occur within six months as the sun is certain to rise tomorrow.”

“Yet he seems cheerful. Why?”

“Because he does not know it.”

There you have the secret of contentment. For you and I, and every man, is under the sentence of death, as well as those marked by a mortal malady or sentenced by court-criminal our court-martial…

Every sunset, every clock-stroke brings us mechanically near the drop. And we know it. And we are cheerful. Why?

Simply because we do not know the date!

IF we knew that it would deaden our days and darken our minds. Just one fact of the future, if its time of happening were to be revealed to us, would paralyze life.

And so you see the falseness of another common notion, that the uncertainty of life is a bad thing. On the contrary, the uncertainty of life is its chiefest charm.

Heaven, which prescribes death, gives us death’s antidote, which is ignorance of death’s time. The sentenced world laughs and plays, drinks deep of dear human love, is busy with business—in fact the whole human comedy is interesting, amusing, and worthwhile just because the time of the certain fall is concealed.

 

Crisis

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If this is the best we can get, the best we can hope for, God help us.

“America is in crisis. Our country is at a critical point in its history.”

“The Democratic Party has been taken over by socialists. Our Republican leaders don’t stand up for truth and …they don’t put the good of our country over their own political ambitions.”

“(The Democratic Party) is endangering our security, bankrupting our nation, killing our jobs, fueling inflation, harming our children, defunding our police, shredding our freedoms, and rewriting our history.  (The Republican Party is promoting) dangerous conspiracy theories and attempts to overturn the election helped lead to a deadly insurrection, and (party leaders are) too weak to speak out.”

“They are destroying the country you and I love, and they must be stopped. (We need people) who promote truth, not conspiracy theories. And equality, not hate.”

I’ve come across some campaign statements from people on both sides who want to replace Roy Blunt.  Each of the above paragraphs takes statements from the Republican Party side and from the Democrat Party side.

There is no doubt our country is in trouble.  On any number of matters.

But neither side seems to have anything useful to say.  As an old joke says, it’s just BS, MS, and PhD.

We pray for candidates who will offer us more, who can do more than mouth standard partisan verbiage. It would be such a relief to hear people on both sides of the aisle discuss our crisis, our critical point, with a degree of intelligence that doesn’t degenerate into hackneyed descriptions of the other party.

Unfortunately, gut politics seems to appeal to a public whose expectations have been lowered so far that thinkers cannot be heard above the rumblings of political bowels.

With more than a year to go before voting, does anyone feel good about what is likely to be before us?

 

 

Notes From a Quiet Street

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Lewis Carroll wrote a poem called The Walrus and the Carpenter that seems to fit these occasional reflections on life:

“The time has come,” the Walrus said,

“To talk of many things:

Of shoes — and ships — and sealing-wax —

Of cabbages — and kings —

And why the sea is boiling hot —

And whether pigs have wings.”

We discussed “cabbages” separately recently. Today we want to start with some ruminations about shoes:

I have concluded that shoestrings are an endangered species.

I bought some new dress shoes recently and I can’t keep the blasted shoestrings tied.  The left shoe, especially.  I believe the shoe and its string are in cahoots, planning to make a break for freedom at some particularly embarrassing moment—perhaps when I am walking down the governor’s staircase at the capitol or when I am leaving the church chancel, carrying the communion trays, or perhaps on a wet or snowy day when I am rushing to warm and/or dry place.   The right show and its string are a little less bold but it, too, shows signs of rebellion.

The strings are round, thin, and perhaps a bit on the short side. Maybe it is a reflection of the aging of my fingers that are not so supple as they once were and thin-ish round shoe strings cannot be handled with the dexterity and the firmness of my younger days.  Or maybe its just the design of the shoestrings.

Solving this problem reveals an important cultural collapse.

Shoe stores are disappearing.

First, shoe repair shops disappeared, probably as shoe sole technology improved and longer-wearing non-leather soles became popular and shoes became more disposable and informal.

Now it’s shoe stores.

I went to a shoe store to get replacement laces—flatter ones that I could tie tighter.  The lady went to the back of the store and rooted around for several minutes before producing strings that were supposed to be of the proper length for four-eyelet dress shoes.

They weren’t.

There was enough string to get through the four eyelets but not enough left over to tie a bow knot.  I tied the two strings together and the cats have been playing with them since.  At least somebody is getting some use from them.

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If a new Profiles in Courage is ever written for our times, there will be many cowards and few heroes.  Liz Cheney will have one of the chapters.

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Took a look at a new cell phone of a friend the other day.  Holy cats!  These things keep getting bigger!  Clothing-makers need to be planning larger butt pockets.  I’m seeing commercials for cell phones that open up so they’re twice as big.

Good Lord!  They’re turning into half a tablet.  Is there a size line that won’t be crossed or will this trend continue until they have handles and wheels so we can pull them along behind us?

And when will it be impractical to call them cell phones anymore?

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Been watching quite a bit of the local news on the teevee lately.  Actually, I’ve been watching quite a bit of local weather.

With a little bit of news and sports thrown in here and there.

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Got a little political education when President Biden spoke to a joint session of Congress on April 28th.   It sounded like a State of the Union Address.  It looked like one except for social distancing.  One ingredient (thankfully) missing was the irritating introduction of common folks in the galleries who are examples of noble events or noble presidential proposals.

But it was NOT a State of the Union address.

Jordan Mendoza, writing in USA Today explained that the Constitution does require a President to “from time to time give to the Congress Information of the State of the Union, and recommend to their Consideration such Measures as he shall judge necessary and expedient.”  But there’s no set time for such an address.

Ronald Reagan started a new tradition in 1981, the year he was inaugurated.  Since then neither new  Presidents nor outgoing Presidents have given a State of the Union Address coming in or going out of office.  Mendoza reported that is “primarily because a president can’t really speak about the state of the country (after) just a few weeks into office.”

Although Mendoza didn’t report it, it seems logical to suggest that no such speech is given by an outgoing president because his recommendations for action will have no weight of authority behind them—and because Congress has better things to do than listen to one more presidential address that would be mostly self-congratulatory.

Since then the new President’s speech has been “An Address Before a Joint Session of Congress.”

 

 

 

Racing’s Happy Warrior (updated)

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(We’ve decided to add a sports page to bobpriddy.net.  With some re-construction going on with the Missourinet web page and its sports section, we’ve decided to move our weekly racing summary reports to this page—-and expand it with sometimes keenly insightful observations about other sports and their participants)

We watched something remarkable happen Sunday at the Indianapolis Speedway—not from our usual perch on the back porch of the media center but from the forced comfort of our living room recliner—put there by recent surgery and by limits on spectators and reporters because of COVID.
There is a Missouri connection with Helio Castroneves, the man we call “racing’s happy warrior,” and his career at the Speedway that now includes him as the fourth man to win the 500 four times.  We’ll get to that in due course.

The phrase has been used in politics from time to time. When young Franklin D. Roosevelt nominated New York Governor Al Smith for the presidency in 1924, he called Smith “the Happy Warrior of the political battlefield.”  The same title was applied to Senator Hubert Humphrey during his time on the national Democratic tickets, and more recently it was affixed to Joseph Biden by Barack Obama in his presidential victory speech.

But there is no one in all of sports, at least today, to whom that title applies more fittingly than Helio Castroneves, and watching him celebrate his long-sought fourth victory at Indianapolis Sunday makes it clear why. 

Castroneves, fierce behind the helmet’s face shield, is animated and joyous when the hat comes off and the most instant issues of car and contest are set aside. Any INDYCAR fan has seen it many times.

What he did Sunday, however, is only part of the incredible story of the race.

Let’s begin with this:

Castroneves’ fellow Brazilian, Tony Kanaan, won the 500 in 2013 at the record speed of 187.433 mph.  Castroneves broke that record by more than three miles an hour.  190.690.

The first sixteen cars averaged more than 190 miles an hour. The slowest car to finish the full 200 laps, driven by2014 winner Ryan Hunter-Reay, still was two miles an hour faster than Kanaan’s record. RHR finished 22nd.  Will Power, the 2018 winner, finished 30th, three laps down, and was still faster than Kanaan’s record.

Let me put some personal context into this discussion.

When I was but a sprout, my parents and I went to the Speedway for the first time to watch the first day of qualifications for the 1954 race.  From our seats in the low wooden bleachers between turns one and two we watched Jack McGrath in his yellow Hinkle Special run the first officials laps at the Speedway at more than 140 miles an hour.

Sunday afternoon, I watched SIXTEEN DRIVERS run the full 200 laps and average more than 50 mph more than Jack McGrath ran on my first day at the track.

And how about this:  Castroneves was only 2.6 seconds per lap away from averaging 200.

Here’s another thing about this guy:  He has finished second three times by .2011 of a second, .2290 of a second, and .0600 of a second.  He has come within a combined total of less than one-half second of winning SEVEN of these races.

There a a few other remarkable things about what might have been (individual perceptions using individual standards will differ) the greatest 500 ever run.  This race produced the most remarkable finish in race history, beyond what we outlined earlier.

Al Unser Jr.’s .0423 of a second victory margin over Scott Goodyear in 1982 remains the closest finish; the  Castroneves-Palou finish ranks eighth at .4928 of a second.

BUT—-Until May 30, 2021, the closed first-to-third finish had been in 2006, when Sam Hornish Jr., beat Marco Andretti by .0635 of a second (now the third closest finish) and finished 1.0187 seconds ahead of Michael Andretti.  This year, the top FOUR drivers finished within 0.9409 of each other (Castroneves and Palou, then 2019 winner Simon Pagenaud, and Pato O’Ward.

A couple of the Kanaan race records survived the 2021 race.  His race had 68 lead changes involving 14 drivers.  The 2021 race had 35 lead changes involving 13 drivers.

The Missouri connection to his story:

Helio (the “h” is silent) was born Hélio Alves de Castro Neves a little more than 46 years ago.  His first taste of big-time open-wheel racing in the USA came in 1998 when he ran for Tony Bettenhausen Jr., with a best finish of second at Milwaukee. But it was when he drove for St. Louis trucking entrepreneur Carl Hogan in 1999,  that he began to arrive. He started third and finished second at Gateway International (now World Wide Technology International) just across the river from St. Louis, leading 38 laps—more than he had led in his entire season with Bettenhausen, in this car, a Mercedes-powered Lola owned by Hogan.

The next weekend, he won his first pole at Milwaukee. There are those who thought he should have won at least three times that year for Hogan but mechanical issues short-circuited those hopes. In those days, Helio had not yet combined the last two parts of his name into one.

He became Castroneves in 2000 when, after gaining some prominence, some reports in the United States referred to him either as “Castro,” or “Neves” and he wanted them to use his whole name.

Hogan folded his team for financial reasons at the end of the year but the young driver by then shown the kind of potential a man named Roger Penske liked to see.

He drove for Penske in 2000, picked up his first three wins, and in 2001 as a rookie at the Indianapolis 500, got the first of his now-four 500s.

In 2003, the last year Gateway hosted an INDYCAR race until the series returned in 2017, Castroneves led a 1-2-3 Brazilian podium sweep with Tony Kanaan and Gil de Ferran finishing behind him.

He lost his fulltime ride with Penske a few years ago when Penske decided to bring in some younger talent. He drove for Penske’s sports car team until it was disbanded last year after winning the IMSA Sports car championship. He was picked up by Wayne Taylor Racing for the Daytona 24-hour sports car endurance race.  He won it. But Taylor doesn’t run INDYCAR.

So IMSA competitor, Meyer-Shank Racing, which does run at Indianapolis, signed him.  Many people doubted an aging Castroneves driving for a small team such as Meyer-Shank, could contend for a win.  But Helio was fast throughout practices and was among the nine fastest qualifiers, an indication that he couldn’t be dismissed lightly.  He ran near the top all day, led a few laps, and didn’t go away.  And when crunch time came, he knew he could pass Alex Palou on the outside going into the first turn on the next-to-last lap and have his chance for that cherished fourth win.  He won by a half-second.

So that’s our connection to this remarkably talented, persistent, happy, warrior.  And anybody who has watched him climb the fence after each of his four wins at Indianapolis and especially who watched his unrestrained joy on Sunday has no doubts that he deserves the designation.

(photo credits: Bob Priddy, various times and places, and Meyer-Shank Racing Facebook)

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We would be remiss if we didn’t report that NASCAR ran its longest race of the year, 600 miles at Charlotte, its Memorial Weekend tradition, Sunday night.  Kyle Larson started first and finished first. He led 327 of the 400 laps. He averaged 151 miles an hour and he won by eleven seconds.

And that’s about all we can say about that race.

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Marriage and the modern woman

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(Tomorrow begins the traditional month for marriages. We offer Dr. Frank Crane’s musings on what marriage should be.  It was written in 1913 and might surprise some people because he was writing eight years before women became full, voting, citizens of the United States and years before the concept of the liberated woman emerged, a phrase that has become dated.  He describes—-)

THE PERFECT MARRIAGE

Let us think to the end and imagine what the ideal marriage ought to be, and someday will be.

Let us for the moment put away all practical ideas, common sense arrangements, adjusting ourselves to things as they exist, and all that. Frequently light can be thrown on the perplex ties of present problems by stripping them of their concreteness and treating them in their clean absoluteness. Algebra often saves time and trouble and solves puzzles that baffle arithmetic.

Marriage is never going to be ideal until it is absolutely free in choice. The only reason for getting married should be the mutual, irresistible attraction of love.

Any other factor mixed into the matter is bad. Hence, economic dependence is not good. No woman ought to get married in order to be supported.

Somehow, I know not how, marriage should be removed from the list of occupations, where it now too often is, among school-teaching and typewriting.

The fundamental thing to do is, in some way, to render woman economically independent. Thus, her selection of a husband need not be alloyed with the base metal of seeking a means of livelihood.

For this reason, I look upon the invasion by women of many fields of business as, on the whole, a move in the right direction, although like all human conditions it is accompanied naturally with some peril.

“Whatever,” says E. H. Griggs*, “tends to free women from any external compulsion to marry places marriage itself upon a nobler plane.”

Secondly, the permanency (and, hence, the beauty) of marriage cannot rest on strict divorce laws. Outer compulsion of the kind is well enough at present owing to our “hardness of heart” and our imperfect morals, but at last the sureness and firmness of marriage must depend on the development of an appreciation of the worth and beauty and joy of it.

I believe in monogamy, not because of any law or authority, but because it is psychologically and physiologically the most satisfactory arrangement for the ideal expression of love of women and love of children. Any other system debases the affection of man and woman, and results in cruelty and injustice to the child.

There is no hope for the family outside of the growth…of strong ethical and religious feelings; that is, the sense of the sacredness and nobleness of sex relations. It must be something man wants to work for, suffer for and, if need be, die for.

And then, marriage must be between equals. I do not mean in rank or money or education, nor any such idiocy, but in nature. It must be eye to eye and hand in hand. There must be no superiority. A man is most manly when he is womanized; that is when his strength is made gentle and forbearing and kindly. A woman is most woman when she is thoroughly mingled with the manly qualities; that is when her tenderness and sweetness acquire power and firmness and practicality.

Love does this. Love is the equalizer. It is the hydrostasis paradox of souls, for as a column of water rises to the same level in an inch-tube and a six-inch tube when they are joined, so love puts two souls on a spiritual level…

With it we shall go on up to the divine stature; without it we surely will revert to barbarism…

The solution of marriage, therefore, depends on three things:  Freedom, nobleness, and equality.  More deeply on one thing—love.

*Dr. E. H. Griggs was an author and lecturer who once headed the Philosophy Department at the Brooklyn Institute of Arts.

The Brickyard

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We’re going to talk about a car race today. This is the weekend when we take a break from pithy political observations or discussions of historical events to talk about The Race.

Memorial Day Weekend, the unofficial beginning of Summer for many of us—–

And I’m not going to be where I love to be on Memorial Day Weekend.  COVID and “Cabbages” are keeping me in my living room, in front of a television set, instead of being part of the sounds and sights and spectacle that will be unfolding in Indianapolis.

At the Speedway, the Brickyard, down on the starting grid, headed to my usual observation post as Jim Cornelison sings “Back Home Again in Indiana,” moments before the engines start. For thousands of people NOT from Indiana, that song in that place is magic in itself.

Every year when I go to the Indianapolis 500, I look for a story with a Missouri connection.  I’m holding a couple in reserve—about the only Missouri native to win the Greatest Spectacle in Racing—and about a Texan whose road to the Speedway went through Missouri and one of its legendary race tracks.

Today, we have a story that turns out not to be a story but it’s a story anyway—about why they call the Speedway “The Brickyard.”

The first 500 was run in 1911 on a brick-paved 2 ½ mile track, a huge race track in its day, at a time when the mere thought of going 500 miles in an automobile in a day, let alone in seven hours and change, was beyond the imagination of most people.

But before there was the 500, there was the Indianapolis Motor Speedway, the first race track to use that descriptive name.

And before there were cars racing at the track there were hot-air balloons and then motorcycles.

Charles Leerhsen, the author of Blood and Smoke: a True Tale of Mystery, Mayhem, and the Birth of the Indy 500¸ recounts that the first racing surface at the track was “two inches of large gray gravel laid upon the natural red-clay soil…followed by two inches of limestone covered with taroid, followed by two more inches of slightly smaller, taroid-drenched gravel, stopped off with another wo inches of dry white stones…each layer being steamrollered repeatedly to pack it down hard.”   (Taroid was a mixture of tar and oil.)  The result was supposed to be a smooth, dustless racing surface. Several competitors refused to run because of the track’s condition and those that did run didn’t come close to running at record speeds.  The meet was a disaster.

The first automobile races were held in August, 1909. The first practices showed the track surface was hardly solid, that the tires of the speeding (70-80 mph) were picking up rocks and throwing them back at trailing cars, which had no windshields and whose drivers were protected only by glass goggles.  Sometimes, entire chunks of the taroid surface were flung back. Leerhsen recounts that the pavement “eroded into a ditch two and a half feet deep and eight to ten inches across that led to one car to flip end over end twice, throwing the driver and the riding mechanic to their deaths. The next day, a car crashed through the fence, killing two spectators and a riding mechanic.

Clearly, a better racing surface was needed. Concrete was considered although its track record, so to speak, was inconsistent. There were brief thoughts of using creosote-soaked wood, or a new gravel-tar compound.

And this is where we thought we had a great Missouri story to go with the Indianapolis 500.  Leerhsen records Speedway President Carl Fischer was contacted by “a St. Louis man named Will P. Blair…the secretary of the National Paving Brick Manufacturers Association,” who convinced Fisher the track should be paved with bricks, 3.2 million of them.

I started looking for references in St. Louis to Blair or the National Paving Brick Manufacturers Association, but I couldn’t find anything.  Leerhsen later told me at the Speedway he could not recall where he found that information about the St. Louis connection.

Now, many years later, along comes Mark Dill, who has written The Legend of the First Super Speedway; the Battle for the Soul of American Auto Racing.  He identifies William P. Blair as an “Indianapolis-based representative of the manufacturers’ group, drawing the description from a September 8, 1909 article in the Indianapolis Star.

So there went a great possible story about a Missouri connection to the Indianapolis 500.  But I still have a couple left in the bank.

It took a little more than two months to put down all of those 9 ½ pound bricks.  The final brick laid was a gold-plated one, put down by the governor of Indiana. Although the brick was supposed to be guarded, it later disappeared and has never been found. As car speeds increased, the need for a smoother racing surface became obvious, especially on the turns.  Asphalt was added here and there, particularly in 1936 when some of the rougher turns were smoothed out. All of the bricks on the turns went under asphalt a year later and in 1938 all of the track was asphalted except for the middle part of the main straightaway.

That’s the way I first saw the track in 1954.  The entire front stretch was covered in 1961, the fiftieth anniversary of the first 500 (and the year young A. J. Foyt won the race for the first time) except for one three-foot wide stretch of the original bricks that marks the start-finish line. A special gold-plated brick was put in that yard of bricks to honor the fiftieth anniversary of Ray Harroun’s win in the first 500. That brick still exists although not as part of the track.

The yard of bricks remains of the original Brickyard. That yard of bricks has become one of the great ceremonial gathering places in all of racing worldwide.

The winning driver and his crew gather right after the race to “kiss the bricks” as Takuma Sato did when he won his first 500 in 2017. (He got to repeat the ceremony last year with a late-race pass of Scott Dixon and a crash by another competitor that led to a finish under a yellow flag that kept Dixon from a late attempt to regain the lead.)

And as Will Power did when he won his only 500 (so far) three years ago.

One of the bricks is not a brick-brick but one of the bronze bricks honoring a four-time winner of the 500.  The first such brick was put down to honor Foyt. Others have been added to honor the other two four-time winners, Rick Mears and Al Unser, Sr.

The 500 is rich in traditions but “kissing the bricks” did not begin in May.  In 1994, the Speedway decided to allow a second race to be held each year.  It was called the Brickyard 400—the 500-mile race is reserved for open-wheel racing in May.  The winner of the third Brickyard 400, Dale Jarret in 1996, decided with crew chief Todd Parrott to pay tribute to the track’s long history by going out to the start-finish line and kissing the bricks.  Their entire crew joined them, creating a tradition that somebody will continue on Sunday.

A lot of fans can kiss the bricks, too.  The Speedway has extended the yard of bricks into the plaza behind the pagoda and on days leading up to the race and on race day itself, it’s not uncommon to see dozens of fans turn their caps around, put down their coolers, and kneel down for their own ceremony.

This year is the 105th running of the Indianapolis 500 (it was not run in 1918 because of the war, and not run 1942-1945, again because of a war).  The race is never a “given” for anyone. Unlike golf, for example, where a tournament winner gains some exemption privileges, all 33 drivers have to earn their way onto the starting grid—by being faster than all other competitors. Past wins at the Speedway and past INDYCAR championships earn a driver no favors. Last year’s winner, Takuma Sato, starts on the outside of the fifth row Sunday, 15th.  And Will Power, just three years after his victory, had to push his car so hard that it brushed the second turn wall on his final qualifying attempt, starts 32nd, buried in the middle of the last row.

This is the first race in which the average qualifying speed of the 33 drivers is more than 230 mph (230.294), breaking a seven-year old record.  Just saying it in no way conveys what a person sees or the incredible skill and courage that is on display when a car roars past at almost 240 mph—-

—and turns left with the car’s accelerator on the floor. You have to witness it to appreciate it.

It’s hard to describe how fast those cars go.  But here’s an example: By the time the race is about twenty laps along, the cars are strung out pretty well.  If you’re sitting in the front straightaway grandstand behind the pits and you watch the entire field go past you and you follow the last car as it disappears into the first turn, you suddenly realize the leader already is back in front of you. Only forty seconds have passed.  It can be breathtaking.

Unlike last year, this year will have fans in the stands and in the infield—135,000 of them, all masked.  That’s a lot of people but it will seem like only a few.  In 2011, wen the centennial 500 was run, the crowd was so large that about one in every 100 people in the United States was at the track.

The generations are changing in this country’s biggest open-wheel racing series.

Scott Dixon, who turns 41 years old in July, starts first, his four lap (10 mile) qualifying speed only .04 miles an hour faster than Colton Herta, who was eight years old when Dixon won the 500 in 2008.

On the outside of the front row is Rinus Veekay, who won’t be 21 until September. He is the youngest driver ever to start from the front row. There are similar stories back in the pack of young drivers yet to reach their mid-20s, who will be competing with former winners and other mainstays of the race who are in their 40s.  In a few years, names such as Dixon, Castroneves, Kanaan, Hunter-Reay, Power, Carpenter, Montoya, and even Sato will be history, their winning cars cold and static in the Speedway Museum.

And the Brickyard will be the realm of today’s young lions.  And “Back Home Again in Indiana’ will still be magic.

(photo credit:  Bob Priddy)

 

What You Drive and How You Vote

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This has been crowded out of our discussions since before the November, 2020 elections but there’s enough breathing room to bring it up now.

Next time you go to a polling place, look around.  See if you can figure how your precinct will go at the end of the day, based on the vehicles you see in the parking lot.  We’re going to give you some hints.

Last October, Forbes columnist Bill Howard suggested the vehicles we drive might indicate our voting preferences.  For example, he wrote, “Many Honda and Subaru drivers are more likely to lean Democratic…On the other hand, full-size pickup drivers lean heavily Republican.”  He draws his information from Strategic Vision’s 2020 New Vehicle Experience Study that was shared with the Forbes Wheels column.  The findings were based on more than 46,000 responses.  Strategic Vision is a company that dives into “value centered psychology” that determines behavior” to determine what motivates people to make the choices they make for the vehicles they drive.

Strategic Vision President Alexander Edwards told him, “Democrats outnumber Republicans in the sedan segment and they are more likely to drive hybrids or EVs. Republicans lead in trucks, luxury, sporty and family vehicle categories>”

The company split its findings into 12 different vehicle segments, 250-plus car models and a baker’s dozen political categories.

The biggest difference in partisan vehicle tastes lies in ownership of heavy duty pickup trucks.  For each of those bought by a Democrat, eight Republicans buy one.

Democrats are more likely to buy used cars “because they skew younger” and buy used (think back to your younger days. Could you afford to buy something new?  We sure couldn’t.). The study finds younger people also are more likely not to have a vehicle and opt instead for car- pooling or public transportation. They’re more likely to keep a car longer than Republicans.

The study says Democrats are more likely to want something that is economical and “cool” and friendly to the environment. Republicans want something prestigious, powerful and rugged.  Independents?  Sensible.  Reliable.

The study of the top six vehicle preferences showed Democrats liked three Honda models, a Subaru and a Nissan sedan. The “Liberal/Progressive” people’s top choice was the Tesla Model 3, with a couple of Hondas, a Toyota small SUV hybrid, a small Chevrolet SUV and a small Kia sedan.

Five of the top six for Republicans are pickup trucks, two by Dodge, one by Ford, two by Chevrolet/GMC and a Ford SUV. Conservatives without a party affiliation like three Ford pickups, a Kia Sedan, a Jeep SUV and a Honda minivan.  Independents list two Hondas and a Honda small SUV, a Nissan sedan, a Dodge muscle car, and a Toyota SUV.

The lists actually are longer than the six vehicles we’ve listed here. If you want to read the whole thing, go to https://www.forbes.com/wheels/news/what-your-car-might-say-about-how-you-vote/.

The Strategic Vision webpage is at: https://www.strategicvision.com/