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This BlueJay had landed on the deck and proceeded to jump to the railing, he did this three time in a row
100% proceed of sales goes to Japanese Red Cross Society – to help victimes of Japan’s Quake and Tsunami disaster on 11th of March 2011.
Credits Here: blacksheepbyfuzzlennie.wordpress.com/
Moveo Et Proficior (I Proceed And Am More Prosperous) the motto of the Knox Hat Company can be seen below the eagles.
This beautiful ornamentation on the former Knox Hat building was erected in 1902. The company founded in 1838 provided hats to 23 US Presidents including Abraham Lincoln's famous stovepipe hat. The hats were made in Knox's factory in Brooklyn and was the largest hat factory in the world. The New York Landmarks Preservation Commission described the building as “one of the finest Beaux-Arts style commercial buildings in New York City.”
"Sir, the target is just up ahead. Shall we proceed and take out the senator?”
“No...” I directed to the trooper. “That is not our objective. We’re here to extract the target and place him on his transport back to Alderaan. We’re here to spook the opposition, not start another war.” The last thing we wanted on our hands was another conflict that would draw more parties. The Emperor finally achieved galactic peace, at least for the time, and this was the last thing the High Command wanted. In order to bring stability, planets needed to be secured one by one. Then, if need be, we would be safe in the event sectors rebelled further than we wanted. For the time being, removing the opposition using peaceful methods was more beneficial. “Two of you take the rear. Watch out for reinforcements. The rest of us shall go in and take the senator.” As we snuck past the guards, we made our way to the main building and found the senator inspecting supplies for the locals. And then, we had them where we wanted. “Senator Bail Organa, in the name of the Emperor and the Galactic Empire, you are hear-by sent off planet to return to your homeworld. My troopers will escort you to the nearest shuttle.” The guards raised their blasters. Honorable, but no match for our reinforced armor plates. “Please, let us not end this at the ends of blasters. The senator was an honorable man and respected the way of law, even if the way was not always just. “Will my staff be safe? May they be permitted to distribute the supplies we’ve brought for the locals?” I nodded. “My orders are for you only, sir. The staff may continue with the relief mission.” While High Command didn’t specifically mention the staff, I thought it best to let them do their work. Attacks by insurgents and cells in the area damaged some infrastructure. It needed to be shown that the Empire was here to help. We gathered the senator and made our way to the ship waiting for us at base. - Bandana Clone
The final build in my Sesid Series I didn't post here yet. Got to use lots of Tan and Dark Tan for this one and branch apart from the style of the two other builds. Hope you like it.
There is a video where I talk more about the creation over on Beyond The Brick.
If you like this build, consider tapping the like button ever so slightly and if you feeling like doing a bit extra, follow me here. Thanks!
~Noah
Follow my plastic adventures here or on these platforms.
This title applies both to ships passing along this rugged stretch of coastline and photographers trying to access this vantage point down a steel ladder in gale force winds. The wind at Castlepoint Lighthouse was hectic on this particular evening but fortunately the cliffs provide this spot with some shelter.
Evening light is fading and a light snow is falling as the crew of Belt Railway of Chicago 230, in charge of the "oil job" on BRC's Kenton Line Sub, lines a switch on the main so they can proceed south to Clearing Yard. In the distance beyond I-55, Nerska and Lemoyne crossings, and the bridge over the Chicago Sanitary and Ship Canal, two trains wait to proceed south as well.
DB1590 is on a QUA (flat wagons) container mineral sands train on the main line & K206 on 080 "rock" train in the loop at Midland waiting line clear to proceed to Forrestfield on 22nd April 1994. Photo: Jim Bisdee.
It hit me when I watched our choir perform to their parents this evening, that I was indeed, leaving behind a part of my life that had spanned 3 years, and that the choir, Ben and Greg had been a significant part of it all. From deep within I was overwhelmed by sadness at letting go of something that had mattered to me for so long now, and distress over the uncertainty of how our choir would proceed from hereon, and anger that everything we had done to build them to what they are now, will be destroyed by neglect and mishandling by scatterbrained colleagues with no interest or respect for choral singing.
It wasn’t however, the heavy and helpless sadness I feel when I experience depression, but rather, a sweet sorrow that reminded me I have the emotional capacity to care deeply about others.
I was thankful for their quiet company after the furore of running a 2 day camp with energetic teenagers, as we sat looking out at the rain, and the school shrouded in darkness across the street. There had been management hiccups in the execution of this camp, but they did not compromise on the experience that the students had of it, and we accomplished everything we had set out to achieve when we decided to do this in the first place. It is a fitting end to my years here, and I’m happy, knowing that I made a difference to this lot, at least, and can move on with peace of mind.
After having taken a photograph there are countless possibilities how to proceed in post processing. Sometimes this can give me quite a headache as with this image. I liked the subject and composition but wasn't quite sure how to really "absorb" the viewer into the forest. I tried a lot of different processing options and ended with a photo I liked but there was still something missing. After uploading it on Flickr I even replaced it three times but each version didn't feel "right" either...
So I forgot about the picture for a week or so until I came about a photography competition by the www.lens-flare.de/blog. I had another look at my photo and this time I tried a completely different approach by converting it into black and white, realizing that the colors had "distracted" me before. Now I was quite happy with the result and submitted it. Well, and guess what -- I even won the competition with my picture, which was quite a shock (albeit a pleasant one) for me.
I guess there are always countless possibilities -- not only with a certain subject but also what to do about it after having taken the photograph. And sometimes it pays off to just wait a few days and think about it before uploading it. So what do you think? Does it look better now? Or just different? I welcome your opinions...
During the past couple of days have consisted of rainy conditions during the day, so having the sun out was a nice change. The snow capped Continental Divide can be seen in the background with Mount Meeker looming as BNSF ES44C4 No. 8398 leads the Cheyenne-Denver manifest through the siding at Broomfield, Colorado on May 28, 2017. The train in the foreground is the Denver-Laurel manifest that is waiting to proceed north.
the much photographed , not least by me, tugboat proceed is still extant at the northwich boatyard , but with the border star now broken up , will this one be the next victim of the redevelopment plans ?-look at those holes in the hull at the bow near the waterline ,it will certainly not be able to move very far
once again , I revisited the site of pimblotts boat yard on the weaver near northwich , as permission had been granted to turn all this into a housing estate and marina
the derelict tug proceed , built in belgium in 1955 as the hendrick 11 has been moved along the river a few yards ,near to the old manchester ship canal tug and now perhaps ominously lies next to a clear bankside , with a heavy crane behind it --perhaps scrapping is due to start--otherwise the site slowly decays as it has done for years, but there now is a good chance that it will all be swept away
The beauties of using a film called "Anscochrome" are readily evident here, but winter in Oklahoma can offer clear blue skies and puffy clouds like you don't see the rest of the year, and I've strived with this image for quite some time, so here it is. A Rock Island eastbound freight with 90 cars between the GP35-F9b-F9b (326....) and the caboose appears to be kickin'it over another hump on its way from the SP connection at Tucumcari, NM, and Memphis. At least I'm sure it is the HOT connection from Espee as I worked #38 many times in the summer of '73, and our arrival at El Reno, about 15miles behind this train, was mostly just after dawn from the west. In a few more miles the train will enter Oklahoma City and may stop for a brief setout and/or pickup at Harter Yard, where I had been a switchman. Santa Fe was expressing a keen interest in using this route as a connection between their own main at Amarillo, TX, and Memphis, so there was a high priority on the Rock's part to plow what little cash they had into maintaining this gateway between California and the Southeast. Yet this is the one through route (other than the one to Denver) that did not survive intact the dismemberment of the Rock. A stretch of ABS was maintained between El Reno and the west part of OKC (there had been double track through OKC until the mid-'60s) and the presence of Woodtick's (and my) favorite block signals was another reason to get this image out. A yellow circular "G" (Grade) marker is above the numberplate on the westbound signal, telling an engineer on a struggling westward tonnage train that he need not "stop and proceed" for a red aspect, but may "Proceed, without stopping, at Restricted Speed." It doesn't look like a problem with this eastbound, and if it's #38, there had better not be!
Not every museum sells tickets.
SAD NEWS — the greatest "abandoned beauty" I've ever encountered - Nashville's Old Mill, endlessly fascinating - has been bulldozed into condo/parking lot oblivion… A goldmine of light, shadow, and industrial artifacts, it constantly produced boyish delight and awe… But I knew its fate. My museum, my Menagerie of Rusty Marvel, would, in time, succumb to "progress"… No doubt.
Another slice of America — gone.
This is a photograph of a sandy access point to a close-by beach. The cautionary signage prompted the title. It’s a very beautiful and very safe spot, actually!
NPS
The Wright brothers used the Kill Devil Hills area toward the end of their first season on the Outer Banks in the autumn of 1900, following earlier experiments on Lookout Hill just south of the village of Kitty Hawk. Their first season consisted of only two days of work at the Kill Devil Hills site: October 19th, when they decided not to fly because of high winds, and October 20th, when they made several encouraging glider flights. They returned to the Kill Devil Hills site in 1901, this time pitching a tent about 1,000 feet east of the higher hill and building a rough shed to use as a workshop. They returned to the workshop for the 1902 season and, together with Kitty Hawk resident Dan Tate, rebuilt the dilapidated shed, adding an additional 10 feet to use as a quarters. In 1903, when they began their powered experiments, the Wrights made further improvements to the quarters and also built a second frame shed, measuring about 44 by 16 feet, to hold the Flyer and serve as a sheltered work area. Located a few feet west of the camp building, it is clearly indicated in the Wrights' photographs of that year.
The quarters building and the hangar rapidly deteriorated after the departure of the Wright brothers in December 1903. In the spring of 1908, when the Wrights returned to the site to test their modified 1905 Flyer, both buildings needed significant repairs. John Daniels, one of the Kitty Hawk lifesavers who witnessed their earlier flight efforts, warned Wilbur when he arrived at Elizabeth City about the ruined camp buildings and Wilbur purchased new materials for repairs. The sides of both buildings remained, but the roof of the old quarters was missing entirely and the interior was covered with sand. Wilbur hired two "semi-carpenters" to help make repairs and essentially to rebuild the structures. Largely similar to those in place in 1903, the new buildings still differed in minor ways and constituted new structures overall. Orville reused the buildings in 1911, though again with changes. Following the 1911 season, the brothers abandoned the site, and the effects of wind, sand, and weather completely destroyed the buildings. In 1928, when the National Aeronautics Association placed the first commemorative marker at the site of the first flight, little remained of the structures on which to base the location of the first flight takeoff (this was ultimately established by the surviving witnesses). Currently there are reconstructions of these building located in the approximate location based off of the Wrights’ photographs and the takeoff point. - NPS
1903-The First Flight
Since 1899, Wilbur and Orville Wright had been scientifically experimenting with the concepts of flight. They labored in relative obscurity, while the experiments of Samuel Langley of the Smithsonian were followed in the press and underwritten by the War Department. Yet Langley, as others before him, had failed to achieve powered flight. They relied on brute power to keep their theoretically stable machines aloft, sending along a hapless passenger and hoping for the best. It was the Wrights' genius and vision to see that humans would have to fly their machines, that the problems of flight could not be solved from the ground. In Wilbur's words, "It is possible to fly without motors, but not without knowledge and skill." With over a thousand glides from atop Big Kill Devil Hill, the Wrights made themselves the first true pilots. These flying skills were a crucial component of their invention. Before they ever attempted powered flight, the Wright brothers were masters of the air.
Their glider experiments on the Outer Banks of North Carolina, though frustrating at times, had led them down the path of discovery. Through those experiments, they had solved the problem of sustained lift and more importantly they could now control an aircraft while in flight. The brothers felt they were now ready to truly fly. But first, the Wrights had to power their aircraft. Gasoline engine technology had recently advanced to where its use in airplanes was feasible. Unable to find a suitable lightweight commercial engine, the brothers designed their own. It was cruder and less powerful than Samuel Langley's, but the Wrights understood that relatively little power was needed with efficient lifting surfaces and propellers. Such propellers were not available, however. Scant relevant data could be derived from marine propeller theory. Using their air tunnel data, they designed the first efficient airplane propeller, one of their most original and purely scientific achievements.
Returning to their camp at the Kill Devil Hills, they mounted the engine on the new 40-foot, 605-pound Flyer with double tails and elevators. The engine drove two pusher propellers with chains, one crossed to make the props rotate in opposite directions to counteract a twisting tendency in flight. A balky engine and broken propeller shaft slowed them, until they were finally ready on December 14th. In order to decide who would fly first, the brother tossed a coin. Wilbur won the coin toss, but lost his chance to be the first to fly when he oversteered with the elevator after leaving the launching rail. The flyer, climbed too steeply, stalled, and dove into the sand. The first flight would have to wait on repairs.
December 17, 1903
Three days later, they were ready for the second attempt. The 27-mph wind was harder than they would have liked, since their predicted cruising speed was only 30-35 mph. The headwind would slow their groundspeed to a crawl, but they proceeded anyway. With a sheet, they signaled the volunteers from the nearby lifesaving station that they were about to try again. Now it was Orville's turn.
Remembering Wilbur's experience, he positioned himself and tested the controls. The stick that moved the horizontal elevator controlled climb and descent. The cradle that he swung with his hips warped the wings and swung the vertical tails, which in combination turned the machine. A lever controlled the gas flow and airspeed recorder. The controls were simple and few, but Orville knew it would take all his finesse to handle the new and heavier aircraft.
The first flight
At 10:35, he released the restraining wire. The flyer moved down the rail as Wilbur steadied the wings. Just as Orville left the ground, John Daniels from the lifesaving station snapped the shutter on a preset camera, capturing the historic image of the airborne aircraft with Wilbur running alongside. Again, the flyer was unruly, pitching up and down as Orville overcompensated with the controls. But he kept it aloft until it hit the sand about 120 feet from the rail. Into the 27-mph wind, the groundspeed had been 6.8 mph, for a total airspeed of 34 mph. The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur's second flight - the fourth and last of the day – was an impressive 852 feet in 59 seconds.
This was the real thing, transcending the powered hops and glides others had achieved. The Wright machine had flown. But it would not fly again; after the last flight it was caught by a gust of wind, rolled over, and damaged beyond easy repair. With their flying season over, the Wrights sent their father a matter-of-fact telegram reporting the modest numbers behind their epochal achievement.
Source: NPS
20118 approaches Wakefield Kirkgate with the outward leg of the Grimsby to Bridlington RHTT.
After the stop for a crew change here she will then proceed to Barnsley and then back to Bridlington, the Huddersfield leg was caped on this day. The 20s were pressed into use due to the unavailability of the 37s allocated this year and the weight restriction on a bridge near Bridlington thus preventing 66s being used.
Took these shots in the window of a RR museum in Portland, Maine. Am hoping my flickr contact will give us a bit of history on them!
"“He liked to observe emotions;
they were like red lanterns
strung along the dark unknown of another's personality,
marking vulnerable points.”
~ Ayn Rand ~
Class 104 units were unusual visitors to the North Warwickshire line but 53511/53466 did just that. The unit has arrived from Birmingham Moor Street and will proceed under the bridge then use the crossover to gain access to the platform from which this picture was taken. It will then form the 21.15 service to Moor Street. Both of the bridges visible in the picture have gone, the old station footbridge was demolished and a new one erected behind me, the road bridge was removed and a completely new one built.
53511 was a BRC&W class 104, new in November 1957, its home depot was Newton Heath from where it was withdrawn by October 1989, the original number was 50511. It was scrapped at Vic Berry (Leicester)
Copyright Geoff Dowling 15/06/1988: All rights reserved
It was mid-semester break this weekend and some friends and I were able to roam the streets of Portland causing trouble. Not really, although, behind this shot lies a story that involves both myself and a certain police officer.
I had set up my tripod (as I usually do before I take several exposures for HDRs) in Pioneer Square and proceeded to take pictures of this building. After I had taken a sufficient amount from this particular spot I began to take my camera off the tripod. While I did so I noticed a police officer walking towards me. I've heard enough stories of disconcerted security guards exploding in the faces of the most well intentioned photographers, so I smiled, if only in my mind. As he approached I was thinking of what I would say, how I actually did have the right to take pictures of anything I pleased from where I was then standing, thank-you-very-much, or how I did plan on staying there taking even more pictures of whatever I pleased, have-a-nice-day; I was quite ready to have a royal power trip.
But, he simply asked if I had a permit to place my tripod on the square. I was a little confused... That wasn't what he was supposed to say. He noticed my puzzled look and and smiled, "I'm guessing from the look on your face that you have no idea what I'm talking about." "No, I don't," was my simple reply; I couldn't help but to smile back (he wasn't freakishly overbearing as I thought he was going to be). The officer went on to explain that a permit was required to set a tripod on the square grounds. He also shared with me a little secret, "If you really need to stabilize your camera, you can balance the tripod on your foot." I thanked him and we parted, no small crisis averted I'm sure.
I guess I write all this just to say (and maybe convince myself) that not everything is pure evil, that not everyone is out to make life miserable, that not all motives are simply and unavoidably wrong, and that maybe there's the slightest chance I shouldn't be so quick to judge them as such.
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Wow! another collection is now over and see you again for Spring Summer 2014! :D
Kisskiss!
Cholo
- This is the final boarding call for passengers booked on flight to Chickenburg. Please proceed to gate 3 immediately.
A tug and houseboat at the former Pimblotts Boatyard on the Weaver Navigation half a mile southwest of Northwhich Cheshire. The tug is named Proceed and was built for the Belgian Navy in 1954 but later working in the UK before arriving here under her own power in 2004. The other boat is a former finshing vessel named Border Star but has since sunk up to her deck, she has been a long term resident and sad to say the former owner is now deceased.
South Australia has managed the COVID-19 situation relatively well, however a rise in cases during November resulted in restrictions tightening throughout the metropolitan area with some consequences resulting in interstate travel being banned. The passengers on JBR’s “The Ghan” from Adelaide to Darwin found this out the hard way when their train was halted in Alice Springs on the 16th of November with the Northern Territory government refusing the train to proceed further, the decision was made to return 1AD8 back to Adelaide with all but 2 passengers remaining on the train.
After a sprinted run from Alice Springs, with a short stop at Spencer Junction for a crew change, JBR’s amended “The Ghan” 2DA8 races South through Korunye with Pacific National units NR74/NR75 in charge of 38 carriages on Tuesday the 17th of November 2020, The Ghan is typically a once weekly service from Adelaide’s Parklands Terminal to Darwin with off train excursions for passengers provided en-route, Pacific National provide the locomotives and crews for all JBR services, whilst JBR manage and operate the train and the rolling stock.
© Dom Quartuccio 2020
on an appropriately gloomy day the dismantling of the tugboat proceed has finally commenced at the site of pimblotts boatyard on the river weaver near northwich cheshire
built at rupelmonde in belgium in 1955 as the hendrik 11 this boat had a varied career operating from antwerp and a number of british ports ,before arriving at it's present location in 1995 and remaining largely intact for 25 years until this week
Just recently I was showing my images of grain elevators to someone. Sadly, that individual did not know what a grain elevator is. I proceeded to provide a quick explanation and explained to that person the difference between the older, original wooden grain elevator, and the modern concrete silos.
Then I began to think, this person is one of many Canadians who aren’t even aware of the existence of these pieces of our history, heritage, and western culture.
And here I, and many others across the country, are driving around, taking photos of them, posting them to social media, websites etc., and only a select few Canadians actually know what a grain elevator is. And my guess is that a good majority of those people are from rural areas, who grew up in Small Town Wherever, Alberta, or maybe on a farm, way out in the middle of nowhere. They know because they grew up around a grain elevator in some way, but do city folks know what a grain elevator is? And for that matter, what its purpose is? How does a grain elevator work you might be asked? Plenty of questions.
So, I thought maybe I’d try to enlighten those who would like to know what a grain elevator is, and why I, like many others, take photographs of them.
Grain elevators, which have been variously referred to as prairie icons, prairie cathedrals or prairie sentinels, are a visual symbol of western Canada. Numbering as many as 5,758 in 1933, elevators have dominated the prairie landscape for more than a century with every hamlet, village and town boasting its row of them, a declaration of a community's economic viability and a region's agricultural strength. The story continues here at the Canadian Encyclopedia article on Grain Elevators.
www.thecanadianencyclopedia.ca/en/article/grain-elevators
Why do I take photographs of Grain Elevators? Well, I grew up on the Canadian Prairies in southwestern Manitoba, and grain elevators were part of the landscape. They towered over the small towns and acted like a lighthouse, or beacon to the locals, providing them a focal point on where their home was. It was also a social gathering point for the farmers and townsfolk, a place to share a cup of coffee, catch up on some gossip, or maybe play a game or two of Cribbage.
Today, there are barely 700 plus left all across the prairie provinces. I hope to document those that remain for future generations to see long after they are gone.
Canada's Historic Places - Saskatchewan Wheat Pool Elevator - Horizon
According to local legend, Helfštýn is named after the robber Helfried of Linva, who founded it. The castle was probably built in the last quarter of the 13th century. Around 1320 Vok of Kravař, a member of a prominent Moravian noble family, became the owner of the castle. Helfštýn remained in the possession of the Kravař family for more than a hundred years and underwent far-reaching structural changes during this period. Construction work began on a larger scale in the first half of the 14th century, but the main reconstruction of the castle into a Gothic fortress did not take place until the end of the 14th and the beginning of the 15th century. The Kravařs mainly improved the fortifications of Helfštýn. They replaced the makeshift fortification of the old parkland with a thick stone wall with four bastions, built a prismatic tower over the entrance to the castle itself and secured it with a drawbridge, built a fortified forecourt on the south side and cut the ridge of the hill with a moat carved into the rock.
The era of the Pernštejn family
In 1474, William of Pernštejn took over the castle estate and proceeded to its further reconstruction. In the last quarter of the 15th century,
Helfštýn Castle was enlarged with a thoroughly fortified, extensive farm forecourt (completed in 1480) and another forecourt, which formed a new outpost defending the entire enlarged building. At the same time, the fortifications of the old Kravaře castle were improved with bastions and a new system of towers and gates. The castle's ground plan was definitively given an elongated shape, and in its external form the perfect fortification system significantly overlapped all the other architectural elements.
Renaissance reconstruction
At the turn of the 16th and 17th centuries, the inner core of the castle was rebuilt into a Renaissance residence. The old castle palace was demolished, along with part of its original Gothic fortifications, and a magnificent Renaissance palace was built on the vacant space, in sharp contrast to the extensive system of late Gothic fortifications that surrounded it.
The destruction of the castle
In 1656, quite extensive demolition work was carried out, which, although it did not damage the fortifications of Helfštýn too much, definitively deprived it of the character of a manor house. And thus began the long-term destruction of the castle. The destruction was accelerated in the second half of the 18th century by the Ditrichstein family with demolition works. These attempts culminated in 1817, when part of the inner castle was destroyed by artillery fire.
Present day
The present-day character of the castle is that of a fortress with six gates and a series of 18th-century buildings and ramparts. Since the 19th century, the castle has been presented as a tourist and heritage site. Nowadays it has become a natural cultural centre of the region, with various cultural events taking place here throughout the season
Yes I am wearing dinosaur footie pajamas.
I have an idea for them but I don't know how I'm going to do it yet. But hopefully it will come true.
Haha Lillie and I bought footie pajamas (hers have space ships on them), acid wash jeans, and scooby doo fruit snacks the other day. When we got home we proceeded to make tea and walk around the neighborhood in our pajamas. We ran into people we knew. Hahahaha. Ahhhhhmazing.
I have the best best friend in the world. :)
My strobe should be here in three weeks. I hate backorders. :(
Ehhhh. I might delete this later.
Edit: I won't.
Explored #313.
This pigeon had a drink, and then proceeded to "gular flutter" for awhile, a tactic used to cool down in hot conditions. We are warm, but not dealing with the extreme heat of several weeks ago, at least.
North Peak, Cuyamaca Mountains, California.
Sept. 18, 2020
Captain Herb is exploring a new planet.
Got bored with all the rain so I played around with some old photos in Photoshop.
Tayra -Tandayapa Bird Lodge, Tandayapa, Ecuador
This photo is of the first Tayra I had ever seen and I was unaware that they even existed. So when I was seated about 15 feet away from the bird fruit feeder and he just appeared it was very startling. It proceeded to clear out all the fruit, turned and looked at me and then disappeared into the forest. Very cool animal.
Eventually.
Dispatcher Twelve put on a master class at Daggett on how to get trains onto the Santa Fe in a timely manner. Facetiously of course although this move did eliminate any route for eastbound trains and it did keep a Trona, California to West Elk, Colorado empty coal train on the BNSF's Mojave Subdivision for longer than I'm sure they would have wanted it to be there for.
With track and time in effect on the BNSF side (working on the pads on the grade crossing with A Street) Union Pacific stacked up four trains between Daggett and Yermo and with no other eastbounds other than the previous one mention left on both the Cajon Subdivision and Mojave, this did seem to be quiet the move. As Union Pacific's Manifest from Ogden, Utah to West Colton, California (left) rumbles up on the number one with a six pack of various General Electric locomotives on the head end, alongside them on the number two is the ISCLB (Intermodal Salt Lake City, Utah to Long Beach ICTF, California) as they wait for the go ahead from the BNSF to proceed westward. Once the track and time is released the Ogden Manifest will head out first with all twelve thousand feet of mixed manifest for the LA Basin, after which the Salt Lake will have it's moment in the sun with it's crappy SD70M leader then the other two trains will come through, after the BNSF slams a half dozen or so Intermodal trains through.
copyright © 2008 serena dawn boggs
right before christmas you brought me a letter. being 3 and only knowing the letters for your name i asked you what the letter said. you then proceeded in your soft sweet voice "i love your heart mommy". hugging you until you muffled "mommy you are squishing me" i jotted your words on the front bottom right corner and placed it on my desk so that i could enjoy it. after a few weeks it is off to the memory box... it is mine forever. and you have no idea how much my heart loves yours. you have healed me in ways i cannot put into words. but, i hope you will always know and feel.
you wanted to go snuggle one day in my bed, so i grabbed the camera and decided to capture us and in my thoughts i knew i wanted these moments paired up with the letter you gave me.
the relationships we are given with our children as they age is my favorite part as mommy. some mommy's yearn for their babies to stay babies and although i don't want all of you growing up too fast. i yearn for our relations, conversations, exchanges that have formed over these years. the laughter that we have and the love we exchange. it amazes me that at 3 years new about to be 4, you chose to feel these words. to write me a letter.
i so very much love your heart too lady o.
"Morphology: Metroid.
Energy-based parasitic predator. Leeches bioenergy from its victims.
The dominant species of planet SR388, Metroids can suck the life force out of living things. A Metroid will latch onto its prey with powerful pincers, then proceed to drain its life energy. This causes the creature to grow in size and mass. The creatures can be detached by entering Morph Ball mode and deploying a Bomb."