View allAll Photos Tagged Problem
This is the female from my back yard nesting pair of Tree Swallows. There has been a huge flock of them fighting over the boxes and I've really only put up boxes for two pairs - one in front, the other in back.
The problem with having too many is that they work as a team, which makes it hard for the Bluebirds. The front yard pair may go without many photos since I don't have a blind in front, although that pair is more tolerant of my presence.
I talked my neighbor into putting up some more nest boxes in his yard. I went over to check them today and he has a pair of Bluebirds in one box with 5 eggs. I suspect that my other neighbor has a pair as well. I'll have to take them some dried mealworms as housewarming present.
© Steve Byland 2015 all rights reserved
Unauthorized use or reproduction for any reason is prohibited. Please do not link to or blog this without contacting me first.
Perdicera en vuelo.
Estoy teniendo problemas a la hora de cargar las fotos.
En una el título, con el roquero los datos de la toma. Espero con esta que todo vaya bien y que os guste
The problem working that is 6Y48. Will it run, will it have a load and if so how many trucks, will it be taxiing any locos, often up to four particularly before and after weekends? While it traverses the section Basingstoke-Farnborough-Pirbright it's also booked to be bypassed by two up fast services adding to the lottery of photographing this train. Here BR blue liveried 69007 is seen with 6Y48 the 0901 Eastleigh East Yard to Hoo Junction Up Yard departmental service with just two wagons in tow as it approaches Hook station, running some 20 minutes later than when it normally passes through this area.
First flown in Jul-02 with the Airbus test registration F-WWKI, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to LTU International Airways as D-ALPG in Sep-02.
LTU International was sold to Air Berlin in Mar-07 but continued to operate separately until they were fully integrated into Air Berlin in Mar-09. Due to financial problems Air Berlin ceased long-haul services in Sep-17 and the A330's were returned to the lessor the same month (Air Berlin ceased operations on 28-Oct-17).
This aircraft was stored at Lourdes, France. It was sold to FTAI Fortress Transportation as EI-GFG in mid Nov-17 and remained stored until it was leased to Aigle Azur, France as F-HTAC in Apr-18.
Aigle Azur ceased operations in early Sep-19 and the aircraft returned to the lessor and stored at Chateauroux, France. It was leased to Air Caraibes Atlantique, France as F-HUNO in Nov-19. The aircraft was withdrawn from service and stored at Perpignan, France in Mar-20 as a consequence of the COVID-19 Pandemic.
It never returned to service and was returned to the lessor in Feb-24 and moved to Chateauroux, France for further storage. The aircraft was leased to Gullivair, Bulgaria as LZ-TWO in Feb-25.
It was wet-leased to Rwandair, Rwanda in Mar-25 and returned to Gullivair in May-25. A week later it was wet-leased to Arkia Israeli Airlines and operates between Tel Aviv and New York. Current, updated 28-Dec-25.
Hope someone at Flickr will fix the commenting problem that has been going on for days now! Unfortunately, with the US Thanksgiving holiday, the issue won't be fixed anytime soon.
Today, 22 November 2018, is Thanksgiving Day for Americans. I had not intended posting any photos this morning, but when I realized that the next few photos to upload from our Ontario and Quebec trip were of Wild Turkeys, I thought it appropriate to edit and post some this morning. Happy Thanksgiving to all Americans, wherever you happen to be living at the moment.
9 Fun Facts about Turkeys:
www.audubon.org/news/9-fun-facts-about-turkeys
Day 4 of our holiday was 10 May 2018. We had a ridiiculously early start to the day, as we had been told that American Woodcocks (Scolopax minor) tend to gather in and around the hotel parking lot. That information was just too good to ignore, so I think it was sometime after 4:00 am that we were out there, searching. As it turned out, in vain, though we did hear two individuals vocalizing in the dark bushes across the road. The American Woodcock is "a small chunky shorebird species found primarily in the eastern half of North America. Woodcocks spend most of their time on the ground in brushy, young-forest habitats, where the birds' brown, black, and gray plumage provides excellent camouflage." From Wikipedia.
en.wikipedia.org/wiki/American_woodcock
This last day was spent at Pt Pelee, walking a few trails including at The Tip again. We also drove to The Onion Fields, just north of Pt Pelee, between Hillman Marsh and Pt Pelee, where we had a great sighting - a very, very distant male Snowy Owl, sitting way out in a field, next to a white post!! Awful photos, but will eventually post one of them, just for the record. I have added Anne B's ebird list for Day 4 in a comment box below. As always, I did not manage to see every species, but was happy to see at least some of them!
The next morning, 11 May, we had to do the very long drive from Pelee to Toronto, where we caught a plane to Quebec City, arriving there at 2:45 pm. From there, we had a long drive east to reach the small village of Tadoussac on the St. Lawrence Seaway. There, we would be staying for a week at the summer 'cabin' of one of our group of friends.
For a more detailed account of our trip east, see www.flickr.com/photos/annkelliott/45038233955/in/datepost...
I was having some problems with the auto focus on my camera. Luckily it was still under warranty. It turned out to be just a kitchen knife on my sensor.
A couple more shots from the night of knife throwing in my kitchen.
Strobist: straight from the camera. the knife is really flying. 1 shoot through cam left, 1 bounced cam right, 1 gelled to BG(poor coverage), and 1 cam mounted for the front of the knife. Timed the toss with the timer.
Despite having the information shown on the sign, the KJRY crew encountered no problems this day, save for the possibly one hundred or so railfans who have gathered here to watch the historic final run of the F-Units.
Some railroads would call that a problem, but not the KJRY crew on this day, as the historic nature of what was taking place was far from lost on them. Having securely coupled on to the lone scrap metal car, the KJRY crew now powers up the locomotives to clear the siding and once again latch on to the train.
I uploaded the new IOS 16 to my iPhone today. I took some photos but when I tried to load them to my Mac, I could see them on the screen but could not import them. I've had a nice text chat with Barbara in Mississippi who works for Apple and she has scheduled a phone call for me tomorrow morning. Let's hope it can be sorted out.
another big problem in Urban areas...if youngsters are alone & feel vulnerable gangs must seem like a form of security in a very violent world....but not so I'm afraid...
thanks for looking...appreciated...best bigger.....hope you have a great day
© All rights reserved
Info:
Model: Anita
Make-up artist: Dóra Vízhányó
Assistent: Ágnes Vincze
No logos or pool graphics in the comments please. Thanks.
For some informations, please, follow this link:
www.hollandamerica.com/cruise-vacation-onboard/NieuwAmste...
This is the place where the photo was taken:
wikimapia.org/#lat=45.4372831&lon=12.3118249&z=16...
〜∽∾∿{}∿∾∽〜 〜∽∾∿{}∿∾∽〜 〜∽∾∿{}∿∾∽〜 〜∽∾∿{}∿∾∽〜 〜∽∾∿{}∿∾∽〜
THE MATTER IS THAT
in these last years there were some dangerous episodes concerning big cruise ship passing near Piazza San Marco in Venice..
as you know Venice is a unique town in the world and its precious monuments and urban shape is every day threatened by many and many problems...
in the recent years cruise ships are becoming larger and larger and the path they usually use is becoming not suitable anymore...
the matter caused many controversies and so they are trying to solve the problem with alternative solutions....
...
TODAY, OCTOBER, 13, 2014 in one of the most important newspapers "Repubblica" in Italy appeared the new that they are thinking to use the "oil channel" for this purpose (usually used for commercial ships) with the excavation of a part of it creating in this way the suitable depth useful for these very large cruise ships...
....
FOR MORE INFORMATIONS, PLEASE, FOLLOW THESE LINKS:
news.nationalpost.com/2014/10/08/venice-plans-to-build-18...
www.thevenicetimes.com/artificial-island-in-venice-to-sto...
en.ria.ru/society/20141008/193813984/Venice-Considers-Bui...
www.travelagentcentral.com/cruises/venice-considers-build...
AND FOR THE ORIGINAL REPORTAGE BY "REPUBBLICA" PLEASE FOLLOW THIS LINK..
Sorry, My Friends, it is in Italian only, but it contains an interesting movie:
inchieste.repubblica.it/it/repubblica/rep-it/2014/10/07/n...
Many thanks for your friendship, comments, invites and good wishes. Also thank you to those who have made me their contact. Due to poor health, eye problems and low energy I regret I can't take on any new contacts but nearly always manage to reply to your comments.
One invite welcome-more, too many.
IF, THEN, AND THE ATHEIST DILEMMA.
All scientific theories are based on ‘if’ and ‘then’. The proposition being; IF such a thing is so, THEN we can expect certain effects to be evident.
For example: there are only two competing alternatives for the origin/first cause of everything.
A natural, first cause, OR a supernatural, first cause.
Atheists believe in a natural, first cause.
Theists believe in a supernatural, first cause.
IF the first cause is natural, THEN progressive evolution of the universe (cosmos) and life are deemed to be expected, even essential.
Conversely, IF the first cause is supernatural, THEN an evolutionary scenario of the cosmos and/or life is not required, not probable, but not impossible.
In other words, while evolution, and an enormous, time frame are perceived as absolutely essential for atheist naturalism, theism could (perhaps reluctantly) accept evolution and/or a long, time frame as possible in a creation scenario.
Crucially, if the evidence doesn’t stack up for cosmic evolution, biological evolution, and a long evolutionary time frame, atheist naturalism is perceived to fail.
For atheism, evolution is an Achilles heel. Atheists have an ideological commitment to a natural origin of everything from nothing - which, if it were possible, would essentially require both cosmic and biological evolution and a vast timescale.
Consequently, atheist scientists can never be genuinely objective in assessing evidence. Only theist scientists can be truly objective.
However, the primary Achilles heel for atheist naturalism is its starting proposition.
Because the ‘IF’ proposal of a natural, first cause, is fatally flawed, the subsequent ‘THEN’ is a non sequitur.
The atheist ‘IF’ (a natural, first cause) is logically impossible according to the laws of nature, because all natural entities are contingent, temporal and temporary.
In other words:
All natural entities depend on an adequate cause.
All natural entities have a beginning.
And all natural entities are subject to entropy.
Whereas a first cause MUST be non-contingent, infinite and eternal.
But, just suppose we ignore this insurmountable obstacle and, for the sake of argument, assume that the ‘THEN’ which follows from the atheist ‘IF’ proposition of a natural, first cause is worth considering.
We realise that both cosmic and biological evolution are still not possible as NATURAL occurrences.
The law of cause and effect tells us that whatever caused the universe (whether it evolved or not) could not be inferior, in any way, to the sum total of the universe.
An effect cannot be greater than its cause.
So, we know that cosmic evolution from nothing could not happen naturally.
That traps atheists in an impossible, catch 22 situation, by supporting cosmic evolution, they are supporting something which could not happen naturally, according to natural laws.
It doesn’t get any better with biological evolution, in fact it gets worse. The Law of Biogenesis (which has never been falsified) rules out the spontaneous generation of life from sterile matter. Atheists choose to ignore this firmly established law and have, perversely, invented their own law (abiogenesis), which says the exact opposite. However, their cynical disregard for laws of nature, ironically, fails to solve their problem.
Crucially ...
An origin of life, arising of its own volition from sterile matter, conditions permitting (abiogenesis), would require an inherent predisposition/potential of matter to automatically develop life.
The atheist dilemma here is; where does such an inherent predisposition to automatically produce life come from? In a purposeless universe, which arose from nothing, how could matter have acquired such a potential or property?
A predisposed potential for spontaneous generation of life would require a purposeful creation (some sort of blueprint/plan for life intrinsic to matter). So, by advocating abiogenesis, atheists are unintentionally supporting a purposeful creation.
Following on from that, we also realise that abiogenesis requires an initial input of constructive, genetic information. Information Theory tells us; there is no NATURAL means by which such information can arise of its own accord in matter.
Then there is the problem of the law of entropy (which derives from the Second Law of Thermodynamics). How can abiogenesis defy that law? The only way that order can increase is by an input of guided energy. Raw energy has the opposite effect. What could possibly direct or guide the energy to counter the natural effects of entropy?
Dr James Tour - 'The Origin of Life'
Suppose we are stupid enough to ignore all this and we carry on speculating further by proposing a progressive, microbes-to-human evolution (Darwinism).
Starting with the limited, genetic information in the first cell (which originated how, and from where? nobody knows). The only method of increasing that original information is through a long, incremental series of beneficial mutations (genetic, copying MISTAKES). Natural selection cannot produce new information, it simply selects from existing information.
Proposing mistakes as a mechanism for improvement is not sensible. In fact, it is completely bonkers. Billions of such beneficial mutations would be required to transform microbes into humans and every other living thing.
Once again, it would need help from a purposeful creator.
So, we can conclude that the atheist ‘IF’, of a natural, first cause, is not only a non-starter, but also every ‘THEN’, which would essentially arise from that proposal, ironically supports the theist ‘IF’.
Consequently ...
If you don't believe in cosmic evolution you (obviously) support a creator.
If you do believe in cosmic evolution you (perhaps unintentionally) also support a creator.
And...
If you don’t believe in abiogenesis and biological evolution, you (obviously) support a creator.
If you do believe in abiogenesis and biological evolution you (perhaps unintentionally) also support a creator.
Conclusion:
The inevitable and amazing conclusion is that everyone (intentionally or unintentionally) supports the existence of a creator, whatever scenario they propose for the origin of the universe.
No one can devise an origin scenario for the universe that doesn’t require a Creator. That is a fact, whether you like it or not!
The Bible correctly declares:
Only the fool in his heart says there is no God.
Theists have no ideological need to be dogmatic. Unlike atheists, they can assess all the available scientific evidence objectively. Because a long timescale, and even an evolutionary scenario, in no way disproves a creator. In fact, as I have already explained, a creator would still be essential to enable: cosmic evolution, the origin of life, and microbes-to-human evolution. Whereas, both a long timescale and biological evolution are deemed essential to (but are no evidence for) the beliefs of atheist naturalism.
Atheist scientists are hamstrung by their own preconceptions.
It is impossible for atheists to be objective regarding any evidence. They are forced by their own ideological commitment to make dogmatic assumptions. It is unthinkable that atheists would even consider any interpretation of the evidence, other than that which they perceive (albeit erroneously) to support naturalism. They force science into a straitjacket of their own making.
All scientific hypotheses/theories about past events, that no one witnessed, rely on assumptions. None can be claimed as FACT.
The biggest assumption of all, and one that is logically and scientifically unsustainable, is the idea of a natural, first cause. If this is your starting assumption, then everything that follows is flawed.
The new atheist nonsense, is simply the old, pagan nonsense of naturalism in a new guise.
Dr James Tour - 'The Origin of Life' - Abiogenesis decisively refuted.
youtu.be/B1E4QMn2mxk
The poison in our midst - progressive politics.
I had problems adjusting the color balance.
2024 RM Sotheby's Auction Preview Monterey: 1967 Ferrari 275 GTB/4 NART Alloy by Scaglietti
Look Guys...You all look like that you have a problem to share......And goodness me......Don't for one moment think I don't know that we have no windows or doors in our new house....Never mind a carpet on the floor......But look on the bright side........ We do have a roof over heads with some fitted benches for seating and a beautiful view to our back yard......And let's not forget that with this size property there will be a lot less housework for you to do......Leaving you much more time for you all to enjoy my guitar playing and singing....What do you mean.....That is the problem!!!!!!!!!!!!!!!!!! .
.
PS On a serious note....Halo would like you to know that if you could see just a bit further to the next field.....You not only see sheep ready for lambing ......But the field after is Silverstone....The home of British motorsport......
.
Aircraft History
The transportation of oversized cargo has always been a tremendous problem for logistics planners in government and private industry. The physical limitations of railroad tunnels, narrow roads, low bridges and power lines make overland shipment of such cargo virtually impossible. NASA was particularly vexed by this problem during the early years of America’s space race, when large rocket parts destined for Cape Kennedy had to be shipped by barge through the Panama Canal or Gulf of Mexico. This amounted to a significant investment in time during a period where we had little to spare.
In 1961, California-based Aero Spaceline Industries solved this problem when it introduced the first Guppy aircraft. Built from a heavily modified KC-97 Stratotanker, the Pregnant Guppy featured the largest cargo compartment of any aircraft ever built. At just over 19’ in diameter, this massive cavity was specifically designed to carry the second stage of a Saturn rocket for the Apollo program. Because of the Pregnant Guppy, NASA was able to deliver crucial oversized cargo to the Cape in eighteen hours as opposed to 18 to 25 days aboard a barge. To say that this amazing aircraft helped America win the space race would be an understatement!
The program was so successful that ASI followed up with an even larger version of the aircraft in 1965. Dubbed the Super Guppy, it was equipped with a 25’ diameter cargo bay, more powerful engines, a pressurized cockpit, and a hinged nose for easier loading of cargo. ASI continued to own and operate the aircraft until 1979, when NASA purchased the aircraft from them. During its illustrious 32 years of service, the original Super Guppy flew over three million miles in support of NASA’s Apollo, Gemini, Skylab, and the International Space Station programs.
The Super Guppy Turbine is the last generation of Guppy aircraft ever produced and only four were ever made. The most important difference between it and its predecessor was the upgrade to more reliable and readily available Allison T-56 turboprops. Operated by Airbus Industries after they were purchased from ASI, the SGTs were used to ferry large A300 fuselage sections throughout Europe during the 70’s, 80’s, and 90’s. When Airbus retired its fleet to museums in 1997, NASA was able to acquire SGT number 4 to replace the aging Super Guppy under an International Space Station barter agreement with the European Space Alliance.
NASA’s Super Guppy Turbine continues to support America’s space program today, but with its unique capabilities it has attracted the attention of other government entities as well. In recent years, the Guppy has been working with the Department of Defense and government contractors to move aircraft and large components around the continent, including T-38s for the Air Force and V-22s for the Navy. Although much of the glory of America’s space program may be behind it, the Super Guppy continues to be one of the only practical options for oversized cargo and stands ready to encompass a bigger role in the future. ( History courtsey of Johnson Space Center)
Yes I am back Things didn't take long to sort out . Silver glitter dress and hold ups. Have a great weekend xx
The photographer rarely gets his/her picture taken...problem solved. Self portrait on Front Street in historic Natchitoches, LA. Minolta Autocord on JCH Streetpan 400 medium format film.
"Apollo and Daphne" by Gian Lorenzo Bernini within the Freedom Mausoleum at Forest Lawn Glendale, California
I had problems with the contrast and brightness of this photo. The wheel spokes are washed out. I could shoot only JPG with that camera, thus, no RAW could have been available (from which I have better results recovering tones, etc). I adjusted the shadows, but I did not like the results. Believe it or not, I had reduced the contrast twice! Perhaps if I "start fresh" from a copy of the original, I could fix this image. Another day.
2018: Pebble Beach Concours d'Elegance: OSCA
Yesterday was odd. I was at work, calling customers to fix account problems. At about 10am, I called some guy down in SoCal. We had a nice conversation about his account. Then he goes,
"Where are you calling from?"
I told him.
"You have an amazing voice. You sound gorgeous."
"Um...thank you!"
"Are you single?"
Our phone calls are monitored, so I didn't feel it was appropriate to say "Gay," so I just sort of blanched.
"It's too bad you're not in California. Want to be my phone buddy?"
"Um..... No. Thanks?"
It was really odd, and completely made my day feel strange and surreal.
I would throw some life lesson in here about how you shouldn't upset the person who handles your money. But he didn't really upset me, it was actually a nice disruption from the mundane. I guess I'm flattered.
I shot a photo of myself at work with my headset on, and was going to post about "here's what the person at the other end of the phone line looks like."
But then I was out for a walk, and I decided I didn't want to waste the last breath of sunlight. I literally got this one shot, and then the sun died away, and there is no beautiful lens flare one shot later. I kind of enjoy how the light takes away my identity in the shot.
My night ended with some really exciting, happy-making news, so I fully shot a third, completely different portrait of me smiling big..... But I'm gonna keep all that close to my chest, where it's precious and real. :).
Maybe there is someone lucky out there
Maybe there is someone stupid out there
BUT
im sure that there is someone learn his lesson
There's a lot going on in this shot. Let's start with the small, yellow craft docked alongside the ore boat, J.L. Mauthe. That little yellow boat is the Marine Trader that was built in Superior, Wisconsin in 1939 with hull number 238999. The boat was originally 50 feet 7 inches long but was lengthened 10 feet in 1965. It sported many different paint jobs and color schemes over the years and was available day or night to help keep sailors supplied with nearly anything they wanted to buy. It was a floating ship's store, if not a mini-department store. The craft worked throughout the Duluth-Superior harbor for the first 66 years it was operational. As I understand it, owners Franz and Bruce VonRiedel owned this craft and two others, Marine Supplier and Kaner I, that were owned previously by Al and Bernie Kaner, respectively. All three boats were mothballed for a time when VonRiedel's business—Acme Marine Services—was closed in 2000. The boats were eventually sold to different parties between 2000 and 2005. The Marine Trader left the Ports for good in October 2005 and that was apparently the first time the craft ever sailed across Lake Superior for points east. If you would like to do more research on the Trader and see more pictures too then please visit www.boatnerd.com/ for lots more material on this—and every other vessel on the Great Lakes.
Next, if we look closely we'll see a sailor about to embark on a personal shopping expedition. He's climbing down the ladder to Marine Trader from the working deck of the Mauthe. Then, just beyond him are half a dozen men actively engaged in loading natural ore into the Mauthe's hold. Deck hatches are wide open and spouts from Missabe Dock 5 will be lowered and raised in concert by men on top of the dock who will operate those chutes one or two at a time. Then in turn, corresponding ore pocket doors will be opened to allow the staged iron ore to slide right into the big boat with a loud, almost-prehistoric "whooshing" sound.
Then, pay careful attention to the ore cars on top of Dock 5. This will take considerable explanation.
Each ore dock in Duluth and Superior (Two Harbors and Ashland too) was much more than a staging area where ore was simply dumped into the dock. The ore was actually partially blended in each dock pocket. Then when the ore was dumped into a boat it was further blended as it was directed into the near, middle, or far side of each hold. This wasn't simply a matter of blending different iron content either. Individual vessel size and that vessel's loading characteristics played into it nearly as much as both the iron and silica content of that ore.
Silica content was especially important during unloading of the ore dock as ore with higher silica ran faster out of the dock pockets and allowed for more precise loading to the far side of the vessel. By adjusting the angle of the chutes this fast running ore would slide out of the pocket faster and thereby reach the far side of the vessel to make the loading much more even.
While each pocket on Dock 5 held four car loads of ore, dumping into these pockets was not an even-steven kind of operation. Each ore dock had four tracks on top of it. Two tracks fed the pockets on the north side of the dock while the second pair of tracks fed the south side pockets. So each side of the dock had just two tracks used to fill the pockets, that were in turn used to load vessels on opposite sides of the ore dock. Fast running ores and slow running ores each had their own dumping order with 3/4 of the ore going into each pocket via the two inner tracks. The two outer tracks were used to top of the load or to put stickier ore on top of the fast running ore so that it would slide right out behind the fast ore. If the sticky ore went in first, then the load might not release at all.
So during the modern era of blended ores 75% of the dock was filled via the two inner tracks while just 25% was dumped from the two outer tracks. The whole idea was to make each 4-car load in each pocket to be both a proper chemical content and also the most-free-running consistency to make dock unloading quick and easy. Filling a boat necessitated moving the vessel during loading. Deck hatches were generally spaced for every 2nd or 3rd pocket and chute. So a vessel might make 3 or more passes back and forth to get all of the ore contained in the dock for a given load, from a series of 3-4 adjacent pockets. On a good day things went like this but on a bad day when the ore being dumped was sticky or had a high moisture content then the work was much more difficult. You can read about that here: www.flickr.com/photos/jeff_lemke/29092814325/in/album-721...
There are a couple more things worth pointing out from this shot too. Notice how both tracks above the pockets have many more ore cars parked there. Those loads aren't for the next vessel. They are for this vessel. After each pocket is emptied of its contents the final phases of loading this boat will occur. That will be what they called "speed loading" or "topping off" the load that's already inside of the boat. Ore inside of those cars will be dumped directly into the boat through the pocket while the gate is open and the cute is lowered. The ore will fall directly from the car into the boat. Getting the last bit of ore into each boat in this manner became necessary as the boats became larger and sometimes as loads became stickier and harder to dump. Railroads found that the sticky ores became much more sticky when left in the dock for any time and as each car was dumped on top of the previous load, the problem became even worse.
Other times the pockets simply didn't hold enough ore to satisfy the larger holds in those boats. This was true in the taconite era too. I was invited to ride along on just such a train in Superior at Allouez Dock 2 where we were loading pellets directly from the cars through the pockets to top off a load of taconite. The larger BN Dock 5 at Allouez brought about an end to this practice and the balance of Allouez ore docks were abandoned after Dock 5 was up and running at full capacity.
The last thing that I'll mention is the second track in. Take a close look the the two cars farthest right on top of the dock. The black one is a Northern Pacific car while the ones next to it are Great Northern. This load will include interchange ore that was brought to Saunders, Wisconsin by the Burlington Northern. The Missabe's Interstate Job picked up that ore at Saunders then brought it to Proctor via Adolph, sorted it at Proctor, then the Hill Job brought it down for spotting on Missabe Dock 5. All of the ore roads that ran here cooperated to provide each other with the necessary ore to make a boat load the proper and required chemical consistency to fulfill orders from the steel companies. A large amount of ore loaded into the these massive docks actually came here from the non-owning roads. It was this interchange between the railroads of the various ores (that would then be sorted before being loaded into the docks) that really made the whole system work. Without this ore interchange between the various railroads the mining companies would have been limited to shipping in many cases, unusable or unwanted grades of ore. Without the interchange of ore cars that allowed better grades of ore to be created through yard sorting and dock and hull blending—the ore era as we once knew it would have ended decades earlier than it did.
Of course, way back when, when the ore docks were still very young and made mostly of wood, it was possible to load ore willy-nilly because the earliest ores mined were of a sufficiently high iron content that blending wasn't required or desired. But as those better-resources played out, the operation that I described here today is what quickly became the norm. It is the reason why railroads like the Missabe and Great Northern had such huge sorting yards at Proctor and Allouez. They had to be massive because the mix of cars needing to go down to any one track on the docks became a staggeringly complex project that changed by season. Every year there was a different supply of ores to blend.
It should be obvious by now that if you thought that the iron ore used to make steel went straight from the mine to the dock in solid strings of cars—generally speaking you'd be wrong about that. But as natural or direct shipping ores played out and taconite was developed during the mid-1960s, the dream of being able to load an entire train load of Minnesota ore into a Great Lakes vessel finally became a reality through the advent of the taconite pellet—though even that started out rather slowly. Believe it or not many boats ran with split loads containing half natural iron ore and half taconite pellets. That was until the pellet plants could produce enough pellets to load full vessels. Each taconite plant produced its own variety of product too. Ultimately, taconite production turned a difficult sorting and blending process into a relatively easy one by creating an easily transportable product with a consistent iron content.
After 1968, scenes like this one began to become more rare every day. By the time this shot was taken in 1981 natural ore shipments out of Duluth were practically a thing of the past. Just to contrast complex vs. simple processes, here's a nice view of the Duluth docks that I shot in the post-natural-ore taconite era where we can see two varieties of pellets on the ground that still fill boat holds in present day Duluth: www.flickr.com/photos/jeff_lemke/25449237413/in/album-721...
Of course if you visit either of the Twin Ports area "ore yards" today (that's BNSF's Allouez and CN's Proctor facilities) you'll find that those once-huge ore classification yards are truly conspicuous by their complete absence (Allouez) or nearly complete absence (Proctor). In the taconite era, railroad tracks simply store cars not being used at the moment. There's nothing much left to blend because other than the iron particles themselves that are mated with a binding clay and limestone to make the pellets in the first place—all that's left to do is dump them onto the ground for stockpile and then reload them into the dock when the boat gets near.
While the days of sorting ore are likely gone forever it sure is fun remembering just how complicated that process was and how many men and women earned their livings doing this important work for America. I'm glad that I found this picture of Duluth-Superior's most-recognized bumboat to share with you today. That little floating store provided the guys on the bigger boats with an opportunity to do something besides the everyday grind. The requisite climb up and down the ladder to be able to spend a little money had to be worth it, and I'm certain that when the Marine Trader pulled up alongside the ore boats it was truly a welcome sight for sore eyes. Long live the bumboats and their Captains!
Central coast, Peru.
Museum Fünf Kontinente, Munich.
There's a chronological problem with the dating of this figurine. It revolves around the beads.
Before addressing the problem, it's necessary to examine the exhibit. It consists of a clay figurine of a woman, a beaded ear decoration and one or more strings of beads around the figurine's neck and over her shoulders.
The beads in ear decoration are quite likely made from the shells of Spondylus, or thorny oyster. While Spondylus beads can be white and pink, they're frequently the reddish-orange shade seen here.
"Spondylus is a bivalve mollusk found in warmer waters in Ecuador and along the most northern coast of Peru . . . However, Spondylus shell beads found on the Central Coast of Peru must have arrived there through exchange networks since the shells were only sourced further north. They were traded before the arrival of the Spanish." *
The necklace is the focus of this discussion. The overwhelming percentage of the beads are light brown. It's likely they're made from marine shell, possibly even Spondylus.
However, there are five blue beads interspersed among the light brown beads. They are chevron beads made in Europe.
"Chevron beads are complex multi colored beads with a pattern of blue, white and red. Chevron beads were found throughout Peru but were not endogenous to the region. These beads were manufactured in Venice and can be dated by the distinct colors and number of layers." *
The reason the museum label gives the year 1450 as the latest date when the figurine could have been manufactured is because the Inca are reported to have conquered the Chancay polity in that year.
Let's assume the beads in the necklace were around the figurine's neck when it was discovered and that the objects were undisturbed. If that's correct, the figurine could not have been made before the third decade of the sixteenth century.
Francisco Pizarro captured the Inca emperor in 1532. An influx of Spaniards entered the territory of today's Peru shortly thereafter. They brought with them objects of European material culture, including chevron beads.
If the figurine was made after 1532, it suggests that traditional cultural practices persisted in some form after the arrival of the Spaniards in the early sixteenth century. Either the people who made the figurine managed to evade the Spaniards' campaign against "idolatries," or the campaign had not yet reached the former Chancay culture area when these objects were assembled.
========================================================
*Source of quoted material about beads:
"Tracing Sixteenth Century Beads in South America to Understand Their Impact on Indigenous Ritual Practices and Material Culture at the Time of the Spanish Conquest."
Kristi May Feinzig
A Thesis in the Field of Anthropology and Archaeology for the Degree of Master of Liberal Arts in Extension Studies
Harvard University
March 2017
"Whoga, ma arrrggh!" asked Chewie,
"Oh, I see Chewie, well I am sorry but the little bird helicopter wasn't designed with Wookie's in mind as pilots" answered Jake.
via
Many women deal with skin problems that are the major reasons behind their low confidence. Some of these problems are uneven skin tone, acne scars and dark circles around the eyes. Different products are available in the market for all customers to try. In fact, it is possible for you to purchase skin lightening innovations in different forms. These may appear in the form of pills, face masks or the common whitening cream. Skin bleaching products are cheaper than treatments offered in derma-aesthetic centers.
What can you do to your skin?
Changing bad habits can show big differences if you want to improve your skin. Note that your present lifestyle can also be the cause of skin imperfections. Drinking enough water can hydrate and moisturize the skin. Quitting smoking can alleviate dark spots. Adequate sleep relieves tired-looking eyes. Wearing sunblock can prevent skin darkening.
Observe your habits closely and determine those that affect your skin the most. These skin imperfections are reversible, and so are their causes. Recent signs of skin imperfections indicate a bad change to your habits. They must be overturned immediately especially if it’s a lack of sleep. This not only gives dark and heavy eyebags but also weakens the immune system.
Good sanitary habit is also a key. Avoid touching your hands with dirty fingers. Stay away from dusty places. Avoid foods that cause skin allergy and itchiness. These are good solutions, but they may not work for everyone. If all these fail, then skin products may be what you need.
What is Skin Bleaching?
Bleaching your skin explained
Skin bleaching is an effective way to even out your skin tone. It works by using chemicals to reduce the melanin in the skin. Melanin is the substance, which gives color and shade to our hair, eyes and skin. The color of the skin is determined by the presence of melanin. The more melanin your skin has, the darker your skin color will be. Skin whitening reduces the amount of melanin in the skin to make it lighter.
Precautions Before you Purchase
The greatest concerns regarding these products are their harsh ingredients. Strong chemicals are used in skin bleaching This should be done by an expert or with the advice of a professional. There are potential risks associated with it. These risks are sometimes not stated in the labels of the products you buy.
Mercury
Skin whitening products may have mercury. This can cause skin illnesses and worse complications. It is also a highly toxic chemical. It can cause neurologic and kidney problems. Worse cases can lead to mercury poisoning. Manufacturing companies can disguise mercury under many names. This is done so the product is sold easier. Its other names can be calomel or mercuric.
Hydroquinone
Another ingredient to watch out for is hydroquinone. This is an extensively strong ingredient. It is commonly present in skin lightening products all over the world. Prolonged and abusive use of this ingredient can cause premature aging. Hydroquinone stops melanin from being reproduced.
If you plan to use products with hydroquinone, then it is necessary to apply sunblock as well. This can protect the skin from being burned. Excessive use of this can cause untreatable skin conditions, such as ochronosis. Hydroquinone is actually recognized as one of the best skin lightening products in the market worldwide. This may be the reason why it is accessible to consumers everywhere.
When buying a skin lightening product, the hydroquinone content shouldn’t be more than 2%. It is best not to purchase products with no accurate information regarding its hydroquinone contents.
Steroids
Some options for bleaching skin cream in the market can also have steroids. Any miscalculation by the product’s manufacturer can cause skin infections. These include acne, blemishes and other skin problems. Anything applied unto the skin will eventually get absorbed into the body. These include creams and beauty products with steroids. Inappropriate use by the consumer can harm or irritate the skin.
Facts about skin bleaching
Bleaching Creams: Proper Use
Professionals will give you different instructions on how to bleach your skin. Procedures can also vary depending on the product. This is commonly based on the product’s potency. Instructions will also depend on the skin type and sensitivity. It may also differ on the body part you wish to bleach. Sensitive areas have thinner skin than the rest of the body. These include the face, neck and armpits. Greater care should be considered when bleaching these areas.
Harsh or strong chemicals can darken them easily. There are also special creams for these body parts while also providing other benefits. A face bleaching cream doesn’t only lighten skin but also moisturizes. This can make the skin look alive and younger. Underarm lightening creams also smoothen chicken skin and limit hair growth.
It’s best to follow prescriptions when buying skin lightening products for the first time. The directions given by dermatologists can’t always be correct. It is best to record your own observations as well. The skin’s reaction to new or certain products should also be noted. Consult the skin specialist about the product’s effects and ask if they are natural.
Some bleaching solutions like hydroquinone give the skin a fiery-red flush. This usually happens a few days before it exfoliates. Light exfoliation is commonly accompanied by a light stingy feeling. This is normal to almost any process involving your skin.
The post Skin Bleaching 101 appeared first on Find The Best Skin Lightening Cream.