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The caregiver of the three ferals I'm trapping is 90 years old and lives alone. Ralph has a lovely home built in the 40's and keeps it immaculate. The mother cat & her two babies showed up a month ago and set up residence in his backyard shed [see lower right ]. I was contacted last week and although not doing TNR full time any more, agreed to help him.
I trapped the mother [ upper right ] easily yesterday but her two kittens were afraid of the trap[s]and afraid of me... so I left one of my traps with Ralph. He did a great job setting and watching the traps for me today and it paid off as he caught the "runt" this evening and he [?] is now at my vet reunited with his mother.
I think the last kitten will be the hardest to catch....but hopefully s/he'll get hungry and go in the trap before I bring the mother cat and runt back tomorrow night. Ralph will continue to take care of all three although originally he only wanted one....the mother cat. When i explained that the kittens would be euthanized if taken to a shelter, he agreed to keep all.
Update: 9/30/12
I paid Ralph a visit today to see how his cats were doing and sadly he said the kitten that I trapped disappeared shortly after his TNR. He was the runt of the litter and had something wrong with his "gait" when he walked but seemed healthy otherwise. Mother is doing just great and the kitten that refused to go in the trap is now tame enough for Ralph to possibly pickup and put in a cat crate.
Update: October 3, 2012....the second kitten was finally caught and neutered. Ralph calls him "Kit".
Update: July 2013: Due to failing health, Ralph has to move out of him home and into an assisted living facility. Of course he can't take the cats as they are semi-feral. I have been asked to help catch and relocate them to his daughter's rural property up north.
Success starts with helping others be successful! Helping others achieve their goals, pushing others towards their dreams. If you want something big you gotta give bigger. Give yourself. Treat people how you wish to be treated. Success won't come to you. If you want it you gotta get it and part of getting it is giving it!!!! ~Privizzinis Passion
Little adventure with my loves....
What you do today can improve all your tomorrows.
www.millionairemindset.net/what-you-do-today-can-improve-...
Placing her front paws up, standing on her tippy toes, resting her belly against the board, wiggling, squirming, pulling with front end and pushing with the back. She was successful, for the first time. She made it on to the dock. submitted to slider sunday desaturated blue levels, raised yellow, enhanced eyes by brightening and sharpening, and soften fur
Today I thought a lot about success.... I have always known what i wanted bigger picture wise for my business but I spent the day flip flopping back and forth between thinking I can do and thinking I can't. These days come and go, the days you think you have to throw in the towel and then there are the days (far more of these days) where you know you've got this because you're passion driven. Success happens one step at a time. It will take time, it will take even more hard work but when its what you live and breath, when its the epitome of who you are, when its your dream giving up is not an option. Its hardly even a real thought but self doubt can cloud your vision. You just have to remember that clouds break.
"asleep, passion is a smoldering ember; given air it is a white-hot fire. At its most modest, it feels like a gentle pang; at it boldest, it feels like a desperate need. It's why explorers explore, inventors invent, and painters paint. It's your key to success".
Success is getting what you want. Happiness is wanting what you get.
Dale Carnegie
Have a great weekend!
Copyright© 2014 Kim Hojnacki
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Iphone cases | laptop skins | Ipad cases | Samsung S4 cases | Tote Bags | Mugs
I was too late yesterday for scones, so I got one right out of the oven today. Cranberry white chocolate!
It's been said that the Pasadena Freeway (with similar 5 feet onramps as seen in this picture) was the first freeway, but I'm wondering if the original Bay Bridge was actually the first freeway. Like others, I've driven across this bridge so many times. Sometimes the success of getting from Point A to Point B was eventual, though. One of the most memorable times was during the El Nino of '83 when the rain was coming down in sideways sheets, the wind was gusting at 90mph. If there was an accident, you could be stuck for one or two hours as there is no alternate route once you are on the bridge. I'm not sure how the new Bay Bridge is going to help with those kinds of challenges, but at least it's supposed to be more earthquake safe even though they are making it happen with a temporary fix. I hope it works until the permanent one is ready. It's amazing how much the bolts that hold it together matter.
Photo courtesy of the CHP Museum in West Sacramento.
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This is the photo I've been after of the Red Hot Poker we have in the front yard. I'd hoped to get it with two blossoms in the frame, but I'll have to be happy with this for now. The double blossom line-up is now getting too old.
Taken with a Nikkor Ai-S 180mm f/2.8 lens.
Dia desses me bateu uma loucura de querer esmaltes fofinhos... Acho que começou com a compra do Sunwashed e me deu aqueles 5 minutos de loucura que resultou na compra de DEZ Bourjois de uma vez só hahahah
Deve ter sido a maneira do meu cérebro se revoltar pelos últimos meses comprando pouquíssimos esmaltes XD
Enfim...
Claro que o primeiro a ser usado teria que ser um azulão não é mesmo? Peguei então o Success Azure e passei sem medo de ser feliz :P
É bem pigmentado, não fica escorrendo para os cantinhos, fechou perfeitamente com duas camadas, fácil de aplicar e limpar, seca com um brilho bom *__*
Minha única reclamação fica com a embalagem, mais precisamente as etiquetas desses da linha Glossy: dos 10 que peguei, 3 vieram sem nome e outros 4 vieram com uma etiqueta prateada PÉSSIMA com as letrinhas minúsculas que dificultam a leitura =_=
Chalkboard with success, big win.
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Woody has finally decided to use his new cooling mat. Just had to stuff it into a cardboard box first....
Success isn't overnight. It's when everyday you gt a little better than the day before. It all adds up. #success
Went for an eerie feeling with this one, Olaf-esque. Trying a different post processing technique that gives skin a plastic-like feel.
Please leave your thoughts.
Model: Spencer Greenfeder
STROBIST:
*Strobe with 1/2 CTO thru 28" softbox boomed overhead.
The 1959 250 Testa Rossa, or TR for short, is a racing car esteemed for its exceptional success and beautiful Scaglietti 'pontoon wing' bodywork. Testa Rossa, meaning 'red head' in Italian, refers to the red crinkle finish on the cam covers of the V12 engine. The 'pontoons' were designed to funnel air to cool the drum brakes.
The designs worked and the TR dominated competitions in its day, with numerous wins at major events, such as the 24 Hours of Le Mans, 12 Hours of Sebring, Targa Florio and the World Sports Car Championships. TRs were driven by some of the greatest drivers of the day, including Olivier Gendebien, Wolfgang von Trips, Peter Collins, Phil Hill and Mike Hawthorn.
Only 34 were made and while most survive, they are one of the most desirable and valuable Ferraris.
London Classic Car Show
ExCel Centre, London Docklands
23rd-26th February 2017
Success consists of going from failure to failure without loss of enthusiasm.
by Winston Churchill
by Nikon F3@Ma On Shan,Hong Kong
Agfa CT100
Stormie reports back on our washing machine.
Family note:
We believe we have at last found our elusive water leak in our kitchen. The connection between the washing machine hose and the water main had an intermittent leak. Turning off the mains tap for the machine each time after use meant the connection was always dry by the time the leak was obvious and the leak was investigated.
Hopefully, success after two weeks of checking!
Black and white photo except for selective colour on Stormie's helmet.
"Success means having the courage, the determination, and the will to become the person you believe you were meant to be."
George Sheehan@
Thanks to Eddi 07 for the lovely texture
Following the 6½ Litre released in 1926, Bentley thoroughly updated the design with a more powerful engine. This flagship model was bodied by the best British coachbuilders and also raced with great success alongside the 4½ Litre. It was Walter Owen Bentley's favorite model and became the firms most successful car on the track.
Bentley gained much respect after proving their endurance at the 24 Hours of Le Mans and winning many English races including the Tourist Trophy and Brooklands Double 12. In fact, Bentley was at the very first 24 Hours held in 1923, and won the event in 1924, 27, 28, 29 and 30. These later victories were achieved with specially fitted Speed Sixes which was one of Walter Owen Bentley's favorite cars.
The basis for all of Bentley's cars was an engine which in many respects was ahead of its time. Drawing upon experience gained from working at the Great Northern Railway and designing airplane engines, Walter Owen Bentley included such characteristics as aluminum pistons, dry-sump lubrication, twin spark ignition and an advanced valve train in his engines. Early models featured four cylinders and after 1925, Bentley released a straight six which would become his highlight work, and provide necessary power for heavy coachwork and grand touring. Expanding on the ½ Litre, the main upgrade for a Speed 6 was a square-section intake manifold that increased power from 147 to 160 bhp and later 180 bhp with a slight redesign using a single port.
All Speed Sixes are identified by their parallel-sided radiator and green enameled badges unlike the standard blue label for the 6½ Litre.
HM2861-1930 Corsica Coupe. Delivered new to Mr J.W. Bealey on September 30th. Participated in Bentley's 50th anniversary celebration at Le Mans in 1980 and was displayed at the 1985 Pebble Beach Concours. Fully restored in 1998, the car was offered for sale with an asking price of $1,850,000 USD at Blackhawk's 2001 Pebble Beach Sale.
Read more at:
www.supercars.net/cars/2874.html
The Corsica Company (taking their name from their address on Corsica Street in Kings Cross, London) specialised in bodies of a sporting character mounting them on such chassis as those from Bugatti, Mercedes-Benz, and a Rolls-Royce during the 1930's. They produced only two on Bentley chassis. One was a sports touring body for a 1931 9.0 litre on a shortened chassis, which was formerly owned by Briggs Cunningham and now is part of the Collier Collection. The other is this very imposing coupe, bordering on the sinister in appearance, which is on the 12' 8 1/2" wheelbase Speed Six chassis.
This miniland-scale lego model 1930 Bentley Speed Six Corsica Coupe has been created for Flickr LUGNuts' 78th Build Challenge, - 'Places, Everyone!' - featuring vehicles that have been named after places. In this case, the Corsica Street, Kings Cross, London address of the Corsica Works body builders. Though the street was probably originally named after the island of Corsica in the Mediterranean Sea.
Yep, it's one of those original British Leyland Range Rovers, this one sporting a colour scheme that looks an awful lot like Coronation Chicken (by the way, Coronation Chicken is absolutely delicious and I recommend it to everyone!)
Yes, believe it or not, the origin of the mighty Range Rover goes back to the communistic clumsiness of British Leyland, where, in one of their rare moments of genius, they realised the dream that a contemporary 4x4 could be married with the luxuries and styling of a regular saloon car!
The original concept of the Range Rover can be traced back to the groundbreaking original Land Rover of the 1940's, where upon its introduction in 1948 as an extended development of the American Willy's Jeep, the Land Rover had taken the world by storm and become the most desired 4x4 in the world. Light, practical, endlessly tunable and easy to maintain, the Land Rover was a hit across the globe, primarily in the colonies of the British Empire, taking people to remote regions that had once been only within the reach of a Horse or a Camel. Initially, a plan was made to create a saloon style version of the Land Rover in 1949 with the help of coachbuilder Tickford, dubbed the 'Land Rover Station-Wagon', but this was not exactly a success and sold only 700 examples before the car was withdrawn from production in 1951. The main features of the Station-Wagon were a wooden-framed body, seven seats, floor carpets, a heater, a one-piece windscreen and other car-like features, its hand-built nature kept prices high.
In 1954 Land Rover took another stab at the Station Wagon concept, only this time it was built in-house rather than outsourced to a different company. This version's primary market was for those who required an off-road vehicle with greater capacity, such as ambulances or even small buses in remote regions such as the Scottish Highlands. But even though this second incarnation of the Station Wagon was available with features such as an interior light, heater, door and floor trims and upgraded seats, the basic Land Rover roots of this car meant it was still tough and capable, but the firm suspension made its road performance somewhat mediocre.
In 1958, Land Rover took yet another stab with the Road Rover, a development of combining the Land Rover chassis and running gear with the internal furnishings and body of a regular saloon car. The intended audience of the Road Rover was again in the remote British Colonies of Africa and the Australian Outback, where the firm suspension would be useful on the long, uneven roads. By the 1960's however, developments across the pond in the United States were starting to rock Rover's boat, as the newly coined Sports Utility Vehicle (SUV) began to make progress. International Harvester released the Scout, and Ford the Bronco, offering a different blend of off and on-road ability from existing utility 4x4s such as the Land Rover and the Jeep, proving capable of good on-road comfort and speed while retaining more than adequate off-road ability for most private users. The Jeep Wagoneer proved the concept further, being both spacious and practical, but still with the raunchy off-road abilities to conquer the harsh American terrain.
Being frontline observers to this, Rover dealers in the United States looked on in horror as the American motor industry cornered the market for the SUV, and through frustration the president of Rover's USA division sent head office a Land Rover Series II 88 fitted with a Buick V8, designed for contemporary American pickup trucks, which offered far greater on-road performance and refinement than any Land Rover then in production.
Things came full circle though thanks to a man named Charles Spencer King, a former apprentice at Rolls Royce and one of the most prominent figures in the ownership of Rover and its transition to British Leyland. Taking over the development, he began the development program with the 100-inch Station Wagon project, taking the original concepts of the previous Road Rover and fitting it with coil springs after coming to the conclusion that only long-travel coil springs could provide the required blend of luxury car comfort and Land Rover's established off-road ability. His realisation of this apparently came when he drove a Rover P6 across rough scrubland adjacent to Land Rover's Solihull Factory, but was also helped by the fact that Land Rover purchased the coil springs from a Ford Bronco and began developing from those. Permanent 4WD was also necessary so as to provide both adequate handling and to reliably absorb the power that would be required by the vehicle if it was to be competitive, which came through in the form of a new transmission known as the Land Rover 101 Forward Control. The final piece to the puzzle though was the use of the Buick derived Rover V8, a strong, reliable, lightweight and endlessly tunable engine. In addition to the regular V8, the car was fitted with both a starting handle for emergencies, and carburettors to help continue to supply fuel at extreme angles.
The final design, launched in 1970 with bodywork styled largely by the engineering team rather than David Bache's styling division, was marketed as 'A Car For All Reasons'. In its original guise, the Range Rover was more capable off-road than the Land Rover but was much more comfortable, offering a top speed in excess of 100mph, a towing capacity of 3.5 tons, spacious accommodation for five people and groundbreaking features such as a four-speed, dual-range, permanent four-wheel-drive gearbox and hydraulic disc brakes on all wheels. The body was constructed, in keeping with other Rover products, of lightweight aluminium, and in its first incarnation was only available as a two-door utilitarian runabout, rather than the five-door luxury car we know today. This was rectified in 1981 when a 4-door version was made available, but this doesn't mean that the Range Rover wasn't a success before this change.
Upon its launch in June 1970, the Range Rover was lauded with critical acclaim, and Rover was praised for succeeding in marrying the practicalities of a modern 4x4 with the luxury capabilities of a standard road car. With a top speed of 95mph and a 0-60 acceleration of less than 15 seconds, performance was stated as being better than many family saloon cars of its era, and off-road performance was good, owing to its long suspension travel and high ground clearance. The bulky but practical design was also praised, with many considering it a piece of artwork, with one example being put on display in the Louvre in Paris! Early celebrity ownership also helped the sales quota, but not in the same way you'd expect today. Instead of Musicians and Movie Stars buying up stashes of Range Rovers like they do nowadays, people of established wealth such as Princess Diana and Government bodies became proud custodians of these mighty machines.
Problems however were quick to occur, as let's not forget, this was a British Leyland product. Reliability was a major issue, with strike cars being especially poor as many would leave the factory with vital components missing or not installed properly. To save costs, many pieces of the cars were carried over from other Leyland products, with switches and dials being donated from Austin Allegros, and the door handles coming direct from Morris Marinas. Name any of the faults endemic to British Leyland products of the time, and the Range Rover suffered from the same curse, be they mechanical, electric, cosmetic, or, worst of all, the demon rust!
But the Range Rover survived to see the 1980's despite its faults, and after the introduction of an extra set of doors it started to gain a true identity as the luxury motor of choice for the new money. With the additional 5-door layout, new variants such as the long wheelbase Vogue and the SE (Special Equipment) versions took many of the luxury items of the Jaguar XJ series such as leather seats and hazelnut wooden trim and placed them into the Range Rover. In the 1980s as well, special utility versions began to be developed, including a 6x6 Fire Tender for airfields and small airports, Ambulances for military bases and remote regions, and one special variant for his holiness the Pope, affectionately dubbed the Popemobile!
However, towards the late 1980's the Range Rover in its original incarnation was starting to look very much its age. The angular design was looking tired, and internally its utilitarian roots were in evidence. The dashboard was not much like that of a regular saloon car, but more a bus or a truck, with a huge steering wheel like that from a tractor, and was not particularly well equipped. Land Rover however intended to narrow the Range Rover's portfolio to the truly luxury market rather than having the low end versions which didn't sell as well due to their expense. In 1989 Land Rover launched the Discovery, which was similar in size to the Range Rover but cheaper and given a more family layout with seats and furnishings being carried over from the Austin Montego. To bring the Range Rover back into the front line of luxury motors for the 1990's, Rover Group (the descendant of British Leyland) put together a plan to design a new car under the chassis codenumber P38A (or just P38 for short). Four years of development and £300 million later, the car was launched to a whirlwind of critical acclaim. With a beautifully equipped interior, a more car-like design of dashboard and with a wider variety of luxury trim levels, including the personalised Autobiography editions, the P38 was the first of the mighty Range Rovers to appeal to the bling-bling generation.
This, however, left the original Range Rover out in the cold, and even though it was still a much loved part of the British motoring scene, the time had come for the original, dubbed the Range Rover Classic after launch of the P38. The last of the original Range Rovers slunk silently of the production line at Solihull in 1996, with production now fully based on the new P38, as well as to future developments such as the Freelander of 1997 and ongoing Discovery and Defender. Today original Range Rovers are somewhat easy to come by depending on where you look. In London you'll find a fair few (after all, these were the original Chelsea Tractors), but even in the country you'll bump into these things, especially around my home of Devon where the Range Rover/Land Rover products were perfect for the rugged Moorland terrain. Early British Leyland ones you'd be hard pressed to find, most rusting away in the 1980's, but the Rover Group ones of the 80's and 90's are by no means rare.
But even so, 45 years after the first Range Rover left the factory in Solihull, Range Rovers continue to be produced today, now in it's 4th Generation and available in more variations than ever before! Although British Leyland has long since died together with their many woeful products such as the Morris Marina and the Austin Allegro, the Range Rover is very much their legacy, the last of their original products to survive the strikes and bankruptcy, fighting off the fuel crisis and privatisation by the Thatcher Government, and then being split in 2000 by BMW and juggled between owners Ford and TATA Steel, and still being the luxury motorised toy of the modern day rich! :)