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Posts Tagged ‘photography’

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How much exercise should a 8 year old toy poodle get each day?

I have recently adopted an 8-10 year old toy poodle who was a stray. At the moment I am taking him for two 10 minute walks per day and sometimes he has a little run around the garden. I was just wondering what is the recommended amount of walks a toy poodle should be having each day?

Thank you for any help.

x

Toy poodles are big dogs in little bodies they love to go on walks like any other dog. Start building up his exercise . Then you can take him for as long walks as you like.

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What's in the Bin File?

The BIN File Format is used to denote those large files which consist of complete files present on the CD. This .Bin File Format can be used for creating new CD’s from this file. This CD which is made from the .BIN File Format shall be the exact replica of the original file. The software which creates the CD by using .BIN File Format requires a .CUE File. This .CUE File gives information about the data in the .BIN File. It shall contain the name of the complete file.

There are various programs available on the internet which can emulate CD/ DVD Drive which have a .BIN File Name Format. By loading .BIN in the program it shows extra drives in windows similar to the CD/ DVD drives. This .BIN drive shall be the hard disk.

There are various uses attached to .BIN File Format but the most popular are the images of CD/DVD and ROM’s. Windows uses .BIN File Format for SNMP (Simple Network Management Protocol) as mib.bin. Not only this but the printer driver also uses .BIN File Format.

Some other places where .BIN File Format can be used are in emulation software. These days as online gaming is becoming popular, storage of same is becoming a big problem and the same can be easily tackled by storing such files in .zip format which has number of .BIN Files. By using a smart unzip program, these files can be used and stored in original size.

Bin File Format extensions are used to represent the image of a CD/DVD. Some other related file formats may be .CUE File Format and .ISO File Format. The simplest and easiest way to use these files is to burn them. These can be burned either into a CD or a DVD. NERO is a very popular and common program which can help convert these files easily from the .BIN, .CUE and .ISO File Format to digital media disks.

The best thing about these files is that they can be used as virtual drives to denote a CD or DVD. Various programs can be used to mount these files. Daemon tools is one such program which can be used to do so. Some other programs are available on the net but have to be purchased to use. Microsoft also has a free program for converting these files to media disk format.

.Bin File Format is not only the copy of CD/ DVD but also stores data in exact format be it music, games, video or any other software. .Bin File is not a collection of file but an exact duplicate of the volume attributes, bootable information, system specific data and raw data of the disc which is copied sector wise.

Some great extractors can be used for extracting data form these .BIN File Formats like Magic ISO. These softwares allow users extract open and even edit the files in the .Bin File Format which other softwares do not allow.

So, the next time you would like to convert your .BIN File format to ISO and convert all data into media disk use a good converter and check online for the numerous option on softwares available which shall help you extract and edit the information stored on these .Bin File Formats.

About the Author

A list of free tools and tutorials that will let you convert your disk image files from various proprietary formats (e.g. BIN to ISO, IMG to ISO, DMG to ISO and so on) to the universally supported ISO format. For details http://w-shadow.com/blog/2008/07/19/convert-anything-to-iso

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Cold Metal Working and the Making of Jewels

Chilly Metal WorkingTools is a procedure which transforms the exterior of metals with use of heat. It has several techniques to make forms, textures and links between 2 metal pieces. These methods are the essential components for any jeweler. To start Metal WorkingTools , you have to be aware of the techniques and to have the fundamental tools. Once you have done these, your innovative spirit may flow and you are capable of designing any form of jewel that you want. The subsequent techniques are useful in making jewelry with chilly metal works:

Initially, take a bit of metal sheet in order to carry out and study the techniques. Then put the sheet of metal over the bench pin. Mount a blade of the saw into the saw frame. The blade must not be too tight or not very loose, which may cause the breakage of the blade. Place the cutting tool at ninety degree angle into the metal and make an ascending stroke on the border to create a mark. Place the top of the tool on the notch and let the blade to move up and down, allowing the teeth in doing the work. Cutting with a saw is an essential method in creating patterns or shapes.

Make use of a file to rub or smooth the ends of the pieces you have just cut. This file is vital in removing rough ends. You will observe that the file can remove the metal only on a forward stroke. The rearward strokes scrape the metal and will give the false impression that it had detached the metal.

Put one of piece of metal squares into the steel slab and utilize masking tape in securing it. Make a line in the metal and rest a lining tool in the metal wherein you would emboss a line. Chasing is the means to make imprints in the metal, which looks extremely the same as engraving.

Make mild strikes with chasing mallet. Move the lining tool alongside the contour; be cautious in not picking up the device. This will guarantee a permanent looking line. When the metal deforms or becomes domed in any means, roll it over and gently hammer the exterior by means of rawhide hammer to redesign the metal. Chasing may also form texture and shapes with use of stamps or any other engraving tools in order to mark the metal.

Utilize any of the pieces of metal square which came from chasing or new square then place it in the steel slab. This sets up the subsequent method of drilling or stabbing metal. You have to make a decision where you desire to make a hole. Make a punch in the middle and place the end on the determined location of the hole. With the use of chasing hammer, strike the top of the device in making a notch on the metal.

Decide the location of the rivet and align the metal in that location. Rivets are used in joining metal without the use of heat. Rivets have two types, the tube and the split. Make use of the drill bit which is similar to the wire gauge intended for rivet. Put drill bit in the dimple and make a hole. Put the threaded metal into the steel slab and lightly tap onto the wire by means of chasing hammer. Turn over the metal and do it again.

Utilize the techniques in sawing, engraving, piercing and riveting to start shaping your plans for Metal WorkingTools .

About the Author

scheygen smith is a simple woman that loves to explore and share things through writing. She loves to share her knowledge to the users who care to understand everything about Metal WorkingTools . Go and visit Metal WorkingTools free website to get plenty of more information. Come and visit us at: http://metalworkingtools.org/blog/

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Collecting Toy Soldiers - Marx Playsets

Marx playsets are among the most in demand and sought after collectors' items today. Collecting vintage toys is one interesting hobby; collecting items from Louis Marx and Company makes the activity further interesting and worthwhile. To date, there is a rising number of people who are into buying and collecting the toy soldiers and playsets made by them.

Marx playsets had been among the most sought after and well known toy sets, particularly for their toys created during the 50's, the 60's and the 70's. In those days, every active little boy would have included the toy soldiers and the supporting playsets and other accessories in their Christmas and gift-giving wish lists. Your dad or your grand dad probably would be able to tell you their childhood tales about playing with and enjoying their favorite Marx playsets.

Marx playsets are collections of action or military figures and adjoining accessories. The toy soldiers and other figures were given their own miniature environments and accessories so that they could be played with and enjoyed by kids who liked to set up their own miniature battlegrounds or western towns. In the past, such playsets were played individually or along with other kids.

Usually, the themes of such playsets were war-related, depicting soldiers' from different time periods as well as various famous battlefield engagements. But there were also lots of western themed playsets that were very popular as many of them were based on hit tv shows on the period.

Collecting Marx playsets is truly one of the most interesting hobbies people have today. The vintage playsets can frequently be found individually or through sets at online auctions sites. There are also modern re-issues to consider as well -- usually poured from the same molds as the originals. But usually vintage Marx playsets are more expensive and are more valuable to serious collectors.

Toy soldiers and other playset pieces were usually made of various metals, which is very characteristic of the toy industry prior to World War II. But as the war effort ramped up, Louis Marx and Company started producing their toys in sturdy plastic. Both the plastic and metal figures are highly collectible today though, so it just depends on how you want to focus your collection.

About the Author

Jenni Kerala is a writer, collector and Ebay addict who loves to find interesting and beautiful collectibles - especially vintage and antique items - on the online marketplace. You can shop her site for Marx playsets and other vintage toy soldiers.

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NEWS!Fake IWC watches -Big Pilot Vintage Asia Eta 2836 25J buyer

Big Pilot Vintage 
 

 
Model 
: Brushed SS Case, Black Dial, White Stick/Numeral Markers, Leather Strap with Single Foldover Deployant Clasp
Movement
:  Asian Eta  2836 25J 
28800bph
Functions :
  Hours, Minutes, Secs
Dimensions
 : Diameter 46mm x 14.5mm Thk
Weight
: 144 grams
Material
: 1 piece forged case construction, solid 316 stainless steel  
Back
:  Solid Case Back 
Crown
: One-piece Pull Out Crown with o ring 
Crystal
:  Plexi Plastic Water-resistant

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some HOT sell replicas IWC watch catalog see mroe   
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About the Author

http://www.replicawatchfactory.com

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Basics of Coin Collecting

Coin collecting is different from money hoarding. Collecting coins as an art form can be traced back to the 14th century. Today, people all over the world are collecting coins. Some collect it for their value, some just like the sheer fun that they get from getting their hands on different coins.

Coin collecting is said to be the “Hobby of the Kings.”

If one is interested in making coin collecting a hobby, he can very well do so. It is a hobby which does not require a certain skill and it can be done by almost everyone.

There are many different kinds of coin collectors.among which are:

Those that do Informal coin collecting

Most coin collectors, especially the children, start out as informal coin collectors. They are laid-back collectors which do not have a specific goal in collecting coins. They might collect coins from different countries or from different time periods without any intention of being serious about it.

Inquisitive coin collecting

Once the informal coin collector starts noticing the details of the coins, he becomes an inquisitive coin collector. This kind of coin collector won’t bother much into spending money to get coins. He merely wants to appreciate the coins. Soon, he will start to put them in containers or albums.

Advanced coin collecting

An advanced coin collector will collect coins with a specific target in mind. He may want to collect coins from a certain nation, or a certain time period.

There are many tracks which coin collectors pursue when engaging in their hobby. Here are some of the ways one can use in collecting coins:

Coin collection according to nation

Many coin collectors would want to collect coins from a certain nation during a certain period of time. This kind of coin collection lets the collector travel the globe through the coins. People may want to collect coins from countries they had visited.

Historical coin collection

Another way of collecting coins is by taking in mind history. Many coin collectors engage in collecting coins during a certain period in history like wars or declarations of independence.

Error coins

There are people who find collecting coins with errors exciting because these kinds of coins are rare nowadays.

There are many ways to collect coins and each way is as fun as the other. One must feel the hobby first before he decides whether to stick with it or not. Coin collecting can require certain amounts of money and the collector must be wise in engaging in such a hobby.At lest to ensure you know what your doing.

About the Author

For complete step by step instruction on Collecting of coins visit our site:www.financial-freedom-guides.com for more study

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Kid Vacation - a Train Tour Makes it Extra Special

A kid vacation to remember undoubtedly includes a train tour or train ride. Even though there are many places to see and things to do, there is nothing better than a train ride to bring out the little kid in all of us. Whether its riding a modern train to tour the country or taking a short excursion on a vintage steam engine, your family will have a wonderful time. There are many different train tours available all over the world. Here are some good ones located in the United States.

Sierra Railroad

Offers three great train tours in California. The Sierra Railroad Dinner Train connects the Central Valley to California's Gold Country and offers beautiful scenery. The Sacramento River Train boards in Woodland, California and follows the Sacramento River. The Skunk Train follows a winding route over the Noyo River, and makes its way through the coastal mountains to the Redwood forests.

Grand Canyon Railway

The Grand Canyon Railway leaves from Williams, Arizona and offers several classes of vintage train service to the Grand Canyon. This is a great way to get from Williams to the Grand Canyon, and journeying to the canyon by rail offers a fun and unique travel experience for your family. Along the way, enjoy 65 miles of Grand Canyon Country views and Old West entertainment.

Cumbres & Toltec Scenic Railroad

This is America's highest and longest narrow gauge railroad. It makes trips between Chama, New Mexico and Antonito, Colorado. They offer a variety of train rides, and their Cinder Express is a three-hour trip designed especially with children in mine.

Black Hills Central Railroad

Ride the 1880 Train through the beautiful Black Hills of South Dakota. This vintage steam train is located near Mount Rushmore and the Crazy Horse Memorial. The train runs between Hill City and Keystone, and is a great way to see some of the area. You and your kids will love the ride.

Both young and old enjoy train rides, and there is probably no better way to see America than to take a train tour. Make it a major part of your kid vacation this year or use it for a short side trip or weekend getaway. Enjoy the slower paced travel and beautiful scenery, and treat your kids to a little taste of a bygone era. It will definitely be a trip that your family will remember and treasure for years. Have a fun trip!

Are you looking for ideas for the perfect Kid Vacation?

Get more information here: Kid Vacation and Train Tours

About the Author

Rich Herman loves traveling with his family, and regularly shares family vacation ideas on his website: http://www.FavoriteFamilyVacations.com

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3mm LED

This is fine and well needed but there is a better solution to the problem. The electric light bulb is generally low in light out put and still will fail more often than not. The best solution is to go to the LED (Light Emitting Diode) which produces far great lumens and is less vulnerable to electrical fluctuations. There are a variety of LEDs that will work with an HO locomotive.

 

The standard sizes are 3mm to 5mm in diameter. Basic colors are clear with a slight blue out put or the slightly yellow or soft output. However, LEDs come in a variety of colors. The new Kato plastic models out of Japan use an amber light for their new engines. Because of their brightness light being emitted is excellent.

 

The change over from the standard light bulb to the LED is simple and easy to do. The wires coming out of the LED are stiff making it easier to solder to the wires and it has a tendency to hold the LED in the correct position when installed into the locomotive. Modelers will find the addition of the LED to his or her locomotive to be superior to the traditional method.

 

Joy Ball has been involved in the restoration and maintenance of a variety of Brass Model Locomotives. Through her years of expertise, Mrs. Ball has perfected the art of train restoration often spending countless hours preserving vintage Brass Locomotives to running condition of even the newest Brass Model Replicas. It should be noted that the above article

3mm LED is perfect for tiny areas where you need light. They come in various colors such as red, blue, green, amber, purple, blue and white. 3mm LEDs are perfect for any tiny areas that you may need lit. These lights could be something as unusual as a small car lighting, or even taking care of your small plants with minimal power usage. These 3mm LEDs are currently available in great and eye catchy colors such as Red, Blue, Green, Amber, Purple, UV, and even white! When you enable such a LED in your home or work space today it will truly give you the ability to handle any small, but very complex and custom project that you may be encountering, and very fast!

Now enjoy with the most and last technology of lighting you can install it within minutes it will not take a lot of time just don’t be late and take the chance and buy it, get the light affection with cool lights

About the Author

visit us on http://www.ledssuperbright.com/3mm-led-c-7

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Parking Lot Lights

A potential customer's experience begins and ends in the parking lot. If the parking lot is not lighted and secure, especially at nighttime, patrons will not stop, park or shop. That's why major businesses make certain that nothing prevents possible shoppers from entering their stores. Parking lot lights solve this problem by bringing security through visibility to sidewalks, parking lots, streets, parks and many other applications that could benefit from outdoor lighting and light poles.

Most series of commercial lights are constructed of formed aluminum that brings a contemporary look and feel to your business or commercial warehouse. All lighting fixture seams are welded and silicone sealed for a weather tight seal allowing these outdoor light fixtures to stand up to the worst weather. Conveniently outfitted with a hinged door for easy access, these light fixtures are flexible enough to be mounted on walls as well as parking lot poles. Add this to the variety of optics and accessories available and the Easy Rack series is the best place to start when looking for parking lot lighting and security light fixtures.

Series Type II

HOUSING
Seamless, hinged die cast aluminum light fixture housing with soft rounded corners.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
12" & 22" Segmented. 16" Hydro-formed
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colors (upon request).

Cutoff Parking Lot Lighting Flood

HOUSING
Seamless, die cast aluminum housing with soft rounded corners.
DOOR FRAME
Hinged, die cast aluminum.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
Segmented
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colrs (upon request).

Series Type III Parking Lot Lights.

HOUSING
Seamless, die cast aluminum housing with soft rounded corners.
DOOR FRAME
Hinged, die cast aluminum.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
Segmented.
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colors (upon request).

Series Parabolic Parking Lot Flood Lights.

HOUSING
Seamless, die cast aluminum housing with soft rounded corners.
DOOR FRAME
Hinged, die cast aluminum.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
Segmented
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colrs (upon request).

Series Type IV Parking Lot Lights.

HOUSING
Seamless, die cast aluminum housing with soft rounded corners.
DOOR FRAME
Hinged, die cast aluminum.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
12" & 22" Segmented. 16" Hydroformed
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colrs (upon request).

Standard Series Parking Lot Flood Lights.

HOUSING
Seamless, die cast aluminum housing with soft rounded corners.
DOOR FRAME
Hinged, die cast aluminum.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
Segmented
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colors (upon request).

Series Type V Parking Lot Lights

HOUSING
Seamless, die cast aluminum housing with soft rounded corners.
DOOR FRAME
Hinged, die cast aluminum.
LENS
Clear, heat, and impact resistant tempered glass.
OPTICS
Segmented.
FINISH
Durable powder coat finish. Standard colors available: Black, Bronze, White, or Custom Colrs (upon request).

Many companies offer a wide selection parking lot lighting products including commercial outdoor light fixtures, parking lot lighting poles and accessories for mounting. With six series of parking lot lighting fixtures to choose from you are almost certain to find exactly what you will need. Although the many options available may be overwhelming at first, the basic principles are the same as any other lighting project.

About the Author

Easyrack.org for more information on
commercial lighting
or
parking lot lights
please visit us.

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City Tourist Information to York

York was once the capital of the country, and boasts a breathtaking history and wealth of restored medieval buildings and streets. The city gave its name to the county in which it resides, and is home to 13,000 people.

But York is much more than a beautiful, ancient city, and is home to a vibrant cafe culture and array of fine dining restaurants. The shopping facilities are plentiful, and there are more independent retailers represented here than in any other modern city in the country. The city even boasts a busy nightlife, with a wide selection of pubs, clubs and live music venues.

York's creative spaces and venues are another good reason to visit, and the art installations housed in St Mary's Church are a unique tourist attraction in themselves.

With dozens of museums, sporting venues and restaurants, hundreds of shops, and quality hotels and B'n'Bs on every street, York attracts thousands of tourists every year and rewards every one of them!

History

The ancient city of York has a more exciting history than any other area of the UK. The city was founded in AD71, and was the site of Constantine the Great's coronation as Roman Emperor. The city's decline in importance during the Industrial Revolution meant that ancient buildings were not raised to make room for factories and mills, and an abundance of medieval structures still exist today.

The Jorvik Museum is one of fifty museums and heritage centres in the city, and explores the Viking history of the area. Viking streets have been reconstructed for an underground tour, and there are masses of archaeological finds and exhibits.

The National Railway Museum, The Castle Museum, The York Dungeon and The Richard III Museum are just some of the others.

The city is also home to the largest Gothic church in the country, a thirteenth century church and numerous other medieval ruins.

Art Galleries

York Art Gallery is home to oil and canvas artwork, watercolours and ceramics from the fourteenth century to the present day. The collection is separated into six themed areas: Morality, Devotion, Places, People, Stories and Modern Aproaches; and there are regular temporary exhibitions.

York St Mary's is a desanctified medieval church that is used to house a different art installation each year. The installations are inspired by the building, and each adds something different to its ambience. The installation for 2007 will explore the relationship between the viewer, the artist and the natural world, and is being developed by Keiko Mukaide.

The Artspace is a studio and art gallery, with new exhibitions every six weeks.

Theatres

The Grand Opera House is an elegant, restored, nineteenth century building, hosting performances of drama, dance, comedy and music. The theatre is said to be the largest in Yorkshire.

The York Theatre Royal seats almost 1000 people and presents a programme of drama, comedy, musicals, live music and stand-up comedy. The theatre is currently being renovated but is still open for business.

Friargate Theatre is home to a Christian theatre company, and regularly showcases small-scale touring productions.

Restaurants

The Biltmore Bar and Grill is located in a desanctified church, serves grills and drinks in its bistro, and traditional dishes on its mezzanine. The interior is modern and chic, and prices are a little above the average.

Rarity offers meat and fish dishes, and a wide selection of red, white and rose wines, champagnes and vintage ports.

The Mogul has received glowing reviews from customers and critics for its Bengali cuisine and warm atmosphere. The restaurant has been trading for fourteen years, and offers a catering service.

For high quality Italian food in traditional, upmarket surroundings, and with a view of York Minster, La Vecchia Scuola is the ideal choice.

Pubs/Bars

York is known for an abundance of pubs, and many are interesting historical buildings. Ye Old Starre Inn has a tenth century cellar and numerous ghost stories. The pub trades in a range of beers and ales, with regularly alternating guest beers.

The Lighthorseman is a bar and 4* B'n'B, which is apparently the single remaining Victorian bar in the city. Real ale, food and bar snacks are available.

CAMRA awarded the eighteenth century, The Blue Bell Inn, an award for its 'outstanding pub interior', including restored nineteenth century fixtures and fittings.

Montey's Rock Caf?s a rock-themed bar; and Harkers is a nineteenth century ex-bank, popular with young and old professionals.

Nightclubs

The Gallery presents pop and party anthems, hip-hop and r'n'b, soul, funk, indie and rock'n'roll seven nights a week. The club comprises four areas and a food stand.

Ziggy's is the city's main alternative club, and popular with students. Drinks are cheap and the dress code is smart-casual. Music is largely nu-metal, indie and rock, and there are 70s and 80s nights.

Toffs comprises a large, open dancefloor in one room, and a cafe-bar in the other, with York's largest VIP lounge upstairs. Music is mostly chart, party and drum'n'bass.

Fibbers is a cafe, restaurant, bar, nightclub and music shop, with live music every night.

Shopping

York city centre is a pedestrianised network of backstreets, cobbled walkways and medieval streets, lined with curiosity shops and unique stores. Coppergate is the place to find the major high street chains, and Swinegate is home to designer boutiques and restaurants.

Monk's Cross is the city's newest shopping centre, and comprises all the leading retailers, an interactive play feature for children and 1000 free parking spaces. Clifton Moor Shopping Centre is home to 34 stores and 3000 parking spaces.

The McArthur Glen Designer Outlet trades in surplus stock, and designer goods retail at 50-75% of the RRP. Current retailers include Dolce and Gabbana, Paul Smith and Armani.

Sports

Emperors Gym boasts state of the art cardio-vascular equipment and fitness facilities, athletics classes, a large pool and private parking. Thirsk Squash Club and Abbey Leisure Centre are just two more of the city's many sports and leisure centres.

There are three go-karting tracks in the city, but F1 Racing is the only one with indoor facilities. The venue has a capacity of 200 people, a licensed bar and lounge, and TV, pool table and amusements.

Fulford Golf Club is one of nine courses in the city, and has hosted tournaments such as The Benson and Hedges International and the Murphys Cup. The club asks that players are members of clubs affiliated to the Golfers' Union.
About the Author

Author: Leisha Greenfield

Leisha Greenfield has been a tourist guide for over 10 years. She has vast knowledge of UK tourism, with a speciality in York tourist information and the history of York.

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Through Mexico's Copper Canyon Aboard the Chihuahua al Pacifico Railroad

I 

                 The streets of Chihuahua appeared black, movement-devoid slabs as the van unimpededly slipped over then at 0530 to the train station, not a single automobile encountered during the brief journey from the Hotel San Francisco.  Founded in 1709 by the Spaniards and taking the Indian word for “dry and sandy place” as its name, Chihuahua City, located on a 4,667-foot desert plain, is the capital of Chihuahua, Mexico’s largest state, with a 150,000-square-mile area.  A cowboy city, it is characterized by the Franciscan Cathedral in its main square, Pancho Villa house, cowboy hat-clad citizens, and stores displaying endless rows of cowboy boots.  The state itself, topographically distinguishable by brown, vegetationless formations, is the leading producer of apples, walnuts, cotton, and jalapeno peppers, and is prevalent in lumber production and cattle ranching.  An agrarian Mennonite community produces its own indigenous type of cheese.

                Ahead, and beyond the fence, appeared the two locomotives and the four lighted passenger cars comprising the daily westbound Chihuahua al Pacifico Railroad, operating as Train 74, cradled by one of three tracks as it was prepared for its still-nocturnal departure to the Copper Canyon and, ultimately, to its Pacific coast terminus, Los Mochis.  I would only travel halfway today, to Posada Barrancas.

                The tiny, twin wooden-bench terminal, sporting little more than two ticket windows—‘tequillas” in Spanish—was almost equally devoid of life, save for the attendant behind the barred window and three other luggage-toting, still-sleeping travelers.

                Fifteen minutes before its 0600 departure, the door to the platform was opened and the handful of passengers exited through it, reimpacted by the cold, dark morning and met by the conductor, who indicated the passengers’ seat numbers.  The first of the two passenger cars, configured with 68 thick, reclining seats in a four-abreast, two-two, arrangement and alternatively upholstered in red-gray or dull green, featured car-length overhead luggage racks, window pane-encased adjustable blinds, and aft, men’s and women’s lavatories.  The dully-lit car, soothing to the early-morning, incompletely-opened eyes, greeted me with welcome, heater-generated warmth, as evidenced by the steady hum audible before boarding.

                Protracted reaction, as the couplings snagged the trailing car, produced an initial jolt as the chain initiated movement.  Creeping past the still-dark and empty streets, the train lurched over the silver rails, which passed through the suburbs of Chihuahua, seemingly slipping away from day before day itself had even arrived.

                Operating over the long-envisioned rail link between the fertile Chihuahua plains and the Mexican west coast in order to transport goods to the port of Topolobambo for transfer to the shipping routes, the Chihuahua al Pacifico Railroad traces its origins to Albert Kinsey Owens, an American railway engineer, who moved to Mexico in 1861 and conceived a Chihuahua-Topolobambo connection.  Forming a Mexican-American company two years later to design it, he was awarded a contract by the Mexican government to build a rail line between Piedras Negras and Topolobambo which would eventually offer spur lines to Mazatlan, Alamos, and Ojinaga.  However, ultimately unable to secure sufficient funding to complete the project, Owens ceded it to Foster Higgins, whose Rio Grande, Sierra Madre, and Pacific Railway Company operated over the 1898-completed, 259-kilometer section between Ciudad Juarez and Casas Grandes.  Insurmountable obstacles equally precluded its further extension.

                The project was next adopted by Enrique Creel, who operated the Kansas City, Mexico, and Orient Railroad and who was able to further connect Casas Grandes with La Junta after four years of additional construction, from 1910 to 1914.  But revolutionary attacks thwarted further completion of the next sector, that from Ojinaga to Creel.

                By 1900, Topolobambo was connected to El Fuerte by several Mexican and US rail companies, but the fully envisioned route, from Chihuahua to Ojinaga, remained elusive until 1927, when the Mexican government itself completed the sector which Creel had started.  Remaining was the 260-kilometer stretch within the canyon whose topographical obstacles and 7,000-foot elevation change would require extreme engineering feats to overcome.  Nationalizing the independent rail companies which operated over either end of the still-unconnected line in 1940, the Mexican government announced 13 years later, in 1953, that the program would be completed.

The originally estimated five-year construction project, commencing with Owens’ work in 1863, ultimately took some 90 years and $90 million to complete, the final track not laid until 1961.  The project, having experienced multiply-failed attempts by several companies, cost overruns of hitherto unimaginable proportions, engineering failures, the Mexican revolution, and World War I, ultimately triumphed with a rail connection between the sea-level city of Los Mochis and the high-elevation capital of Chihuahua via the rugged, inhospitable topography of a series of Sierra Madre Occidental-located canyons traversed by tracks which threaded their way through 86 tunnels and over 37 bridges, thrice crossed the Continental Divide, and were subjected to an 8,000-foot elevation change in the process.

Dawn encroached itself on night’s blackness as a colorless metamorphosis, progressively revealing the opaque hue of the cloud cover.

The Chihuahua suburbs yielded to rich, chocolate-brown foothills and the gold, straw-like hay growing right up to the rails.

Decreasing speed, the Chihuahua al Pacifico Railroad ceased its momentum at Cuauhtemoc, now 132 kilometers from its origin.  Originally known as San Antonio de Arenales, the village, later adopting the current name after the Aztec emperor, traces its origins to the railroad’s arrival in 1900, but experienced significant growth some 21 years later when the Mennonite community settled there.

Reinitiating motion, the train moved amid wheat-gold fields, which stretched on either side to the foothills of the Sierra Madre Mountains.  The first hint of the topography to come had been glimpsed.  The sky, now an illustrious blue, retained a few scattered white cotton formations.

I walked into the Dining Car for breakfast, my first meal on the rails.  Located directly behind the locomotive, it featured a forward galley; four, four-place booths; a glass divider; two two-place booths on the left and a c-shaped, inward-facing divan with tables on the right; a second glass divider; and another four, four-place booths.  Brass lamps attached to the car sides hung above each table.  Seats alternated between dark red or green upholstery.

A standard, two-page menu featured purchasable breakfast, lunch, and dinner items.  My own breakfast included an omelet of ham and cheese, fried potatoes with peppers and onions, refried beans with grated cheese, and tortillas and salsa.

Leaving the valley and its ubiquitous apple orchards, the Chihuahua al Pacifico Railroad passed over the Continental Divide for the first of what would become three occasions and briefly stopped at La Junta, site of the railroad roundhouse, now at a 6,775-foot elevation.  Upon departure, it commenced its gradual climb, leaving behind the plains of Chihuahua.

By 1030, having covered some 200 kilometers, Train 74 wound its way through the Sierra-Madrean oak-pine woodland as it ascended through 7,000 feet.  San Juanito, at 265 kilometers from Chihuahua and at an 8,000-foot elevation, was Mexico’s coldest community, although the sun currently shined unobstructedly.  Established in 1906, it, like many villages along the route, took root as a result of the railroad’s expansion.

At kilometer-marker 551, the peaks of the Sierra Madre Occidental loomed ahead.

Plunging through Tunnel 4, at 4,134.8 feet the line’s longest and the location of the third crossing of the Continental Divide, the Chihuahua al Pacifico Railroad emerged onto dual-branching track, ceasing motion while an eastbound freight train passed to the left before partially backing into the tunnel and reemerging on the spur line for its approach into 7,735-foot Creel.  Founded in 1907, during the first stage of railroad construction, it is the gateway to the Tarahumara Indian culture and, as the principle community within the canyon proper, is inhabited by some 5,000 people.  Its current economic activity includes trade, the railroad itself, the lumber industry, and tourism.  A brief stop permitted a large, name tag-bearing tour group to board the otherwise empty passenger cars before the train almost instantly regained momentum and moved past the town’s main square and line of wooden shops and guest houses.  Redirecting itself off of the spur line, it rejoined the main track for its canyon-penetrating journey.

As the four-car chain thread its way though rock wall and pine, the Ferromex diesel engines appeared ahead and either to the left or the right of the windows as they negotiated the turns.  Climbing toward the line’s highest point at kilometer marker 583, 8,071-foot Los Ojitos, Train 74 followed the winding, ever-ascending, single track, wafts of crisp pine air and smoldering wood fires entering both ends of the cars at the conductor’s stations.

At 1235, the train threaded its way through tall, dense pine and the carpeted expanses of the canyon became visible through the left windows; moving through kilometer marker 592, it commenced a steep descent over “el lazo” as the track’s geometry looped into a complete circle and recrossed over itself.

Approaching Divisadero at 1320, now 354 kilometers from its origin, the two-locomotive and four-car Chihuahua al Pacifico Railroad transitioned from mountain to canyon topography and decreased speed, moving past a chain of flatbed freight cars supporting vehicles, and ceased movement at the two-track station.  Unleashed for a 15-minute scenic stop, its patrons were instantly engulfed in a Mecca of activity as they negotiated the stalls which served as the temporary displays of the Tarahumara Indian’s basketry and wood carvings enroute to the Divisadero Overlook, where they were met with the thin, crisp air and the panoramic view of the Copper, Urique, and Tararecua Canyons whose size, depth, and grandeur were awe-inspiring and silence-promoting.  A thin line, representing a tributary to the Urique River, snaked 4,135 feet below.  The geological formations themselves were the result of plate tectonic shifting some 90 million years ago, a planetary phenomenon which later produced the mountains of North and South America.  Earthquakes of hitherto unimaginable magnitude ultimately produced the Sea of Cortez between Baja California and the Mexican mainland.  Today’s canyons were deeper, greener, and four times larger than Arizona’s Grand Canyon.

A blow of the locomotive’s whistle indicated that it was time to return to the train for the journey’s continuation.  The quick, four-kilometer trek to the Posada Barrancas Station, which served three canyon lodges, took me to my overnight destination, the small pick-up truck awaiting only feet from the rail car’s steps.  After only a 30-second stop, the train reinitiated power and its trailing passenger car disappeared as it moved between the track-sandwiching rock faces and rounded the bend, the location’s daily lifeline now severed for another 24 hours.  The truck, making its way up the dirt hill with the luggage on its flatbed, stopped in front of the Hotel Posada Barrancas Mirador.

 A three-story orange adobe lodge built on the rim of the 5,770-foot-deep Copper Canyon, it featured wood-framed balconies in rustic Tarahumara Indian style and included three daily meals.  The lobby, adorned with a brown tiled floor and yellow adobe walls with an Indian-patterned border, featured a cathedral ceiling of wood slats and thick, tree trunk beams with three wagon wheel-like chandeliers, a huge adobe fireplace with a pottery-adorned mantel and a crackling fire during evenings, and leather sofas and arm chairs.  A small, separate bar featured small, round wooden tables, colorful Indian-motif chairs, an orange adobe fireplace, and a painted, wall-length mural of the Copper Canyon and the railroad tracks which ran through it.  A large, outdoor, canyon-overlooking balcony framed by a natural branch- and trunk-border was accessed by a door from the lobby. 

A tiled, outdoor walkway led past crevices of pottery, rocks, and cactus on the right and the room doors on the left.  The rooms, in quintessential Mexican-Indian style, retained the hotel’s tile floors and featured rough, white adobe walls; wood-beamed ceilings; small, white adobe fireplaces with orange bases; separate, outside sinks and closets whose wooden doors were made of diagonally-patterned tree branches; inside tiled showers; and rustic tree trunk and branch balconies overlooking the canyon.

Lunch was served in the dining room, which contained long, wooden tables, and featured a downward-slanting ceiling made of thin wood branches, four wooden chandeliers, a green slate fireplace, and floor-to-ceiling windows which looked out over the canyon, and included cream of mushroom soup; filet of grilled beef, baked potato, refried beans and cheese, nachos with melted cheese and tomato sauce, and tortillas and salsa; peach cream pie with a graham cracker crust and chocolate sauce drizzle; and coffee.

The few wisps of cloud brush-stroked on the western horizon above the rock-sculpted walls of the canyon temporarily transformed themselves into pink and purple hues.  The air, thin, pure, and brisk, exuded tranquillity.  Far removed from a settlement or town of any appreciable size, the orange adobe hotel overlooking the rim became an isolated world unto itself.

Dinner, the second meal in the canyon, included lentil soup; barbecued chicken breast, lime rice with green olives, and mixed vegetables; and pineapple cake.

The canyon, now devoid of light, was reduced to a black, referenceless hole.  The grid of stars, unobstructed by a single cloud vapor, pollution-caused haze, or ground light, penetrated the night sky like high-intensity beams melting into black wax.  The cold, rarefied air was heavy with the aromas of the burning logs in the lodge’s adobe fireplaces.  Surrendering to sleep, I lapsed into the void of oblivion…

 II

                 Pierced only by the sounds of the periodically-howling coyotes, night had remained invisibly black.  At 0630, between the Copper Canyon and a band of black cloud, dawn poured itself into day as molten orange lava through a sliver on the eastern horizon, progressively encroaching itself until the once-black cloud band became infused with tinges of orange, like a sponge gradually absorbing day’s liquid.  The crevices and corrugations of the canyon’s cliffs, although still indistinguishable, became visible in silhouette form beneath the dark-blue sky whose nocturnal light, the profusion of interstellar stars, had faded until only a planet-representative pinpoint of light remained diagonal to the lodge’s balcony.  Absorbing the full fury of day, the cloud band hovering over the horizon became engulfed in fiery red flame.

                The daily westbound train, which would take me the remaining half of the distance to its terminus, Los Mochis, had just pulled out of Chihuahua.

                The clouds, now totally consumed by fire, were completely engulfed by red.  As the flame burned itself out, the red once again progressed to a cooler orange and the sky transformed itself into a morning baby blue.  The gray granite of the canyon’s sculpted rocks and the green of its lower-elevation vegetation became distinguishable.

                Breakfast, served in the hotel’s dining room, had included orange juice; a fresh fruit plate of watermelon, papaya, cantaloupe, banana, cherries, and limes; pancakes, maple syrup, and bacon; and coffee.

                By late-morning, the lodge seemed suspended by its silence as its guests, temporarily away, became involved with hiking and horseback riding excursions, almost in anticipation of the daily train from Chihuahua, lifeline to the isolated canyon community.  A very small, colorfully-clad Tarahumara woman, carrying a baby cradled in a fabric sling behind her back, peeked into the lodge’s window, in curiosity of the “other” life experienced here.

                The suspension of silence, time, and society was abruptly shattered at 1330 as the dark green and red Ferromex diesel locomotive, sprouting gray smoke and pulling its chain of five cars, appeared between the bushes on the single track, following the right curve and stopping at the “Old West’-resembling wooden platform on which some 20 people, having emerged from Posada Barrancas’ three lodges, congregated.  Unlike yesterday’s train, today’s was comprised of a single locomotive, the standard dining and bar cars, and three passenger cars.  Clamoring on board with the rest of the luggage-carrying passengers, I reached my left-hand seat just as the engine had released its brakes and the westbound train had slipped between the two rock faces on the other side of the dirt road.

Only moments after leaving the station, the Chihuahua al Pacifico Railroad followed the multiplying tracks into San Rafael and stopped parallel to the eastbound train.  A gradual descent, from 7,500 feet to sea level, would characterize most of the remaining journey.

Lunch, served in the dining car, included a California baguette of ham, cheddar cheese, lettuce, tomato, onion, mayonnaise, and Dijon mustard on French bread with crispy French fried potatoes.

Rounding a left bend, the Chihuahua al Pacifico Railroad plunged through a tunnel and over the 695.4-foot Laja Bridge, the tracks now nestled in a pine tree-rich canyon.  At 1515, it pulled into the 5,300-foot station of Bahuichivo, which serves the town of Cerocahui, located 16 kilometers amidst apple and peach orchards, and the village of Urique, which is located at the bottom of the canyon.  Between kilometers 688 and 708, the train bored through a series of 16 tunnels carved into the canyon’s edge.  The track, paralleling the slender, rocky, almost-dry Septentrion River below, was itself “miniaturized” by the green-carpeted peaks of Chihuahua pine, Douglas fir, and Quaking aspen towering above it.  The sky, abundant with majestic, floating silver cloud islands, was otherwise an illustrious blue.

Reduced to but a model railroad, the six-chained linkage moved amid the towering, granite and green alpine-topographical peaks of oak and pine, periodically swallowed by a series of tunnels, which instantaneously reduced day-blue to night-black.  Mimicking the locomotive’s turns, curves, and jolts at slightly delayed rates, its trailing cars followed suit with uncanny precision.  As soon as the train exited a tunnel, the seemingly tiny round hole representing the entrance into the next always appeared ahead.

Entering tunnel 49, the train, now descending into the Santa Barbara Canyon, executed a 180-degree turn before emerging and again was subjected to a second 180-degree bend on the bridge spanning the Septentrion River.  The village of Temoris, founded in 1677 by Jesuits and located on a 3,365-foot plateau above the station, had been reached by 1610 in the afternoon.

Passing through the Rio Septentrion Canyon, Train 74 traveled through notably tropical topography, characterized by banana, palm, and mango trees

At 1708 and kilometer-marker 748, the train crossed the 1,018.5-foot Chinipas Bridge which, at 335 feet above the green surface-appearing Chinipas River, was the highest of the line, and, six kilometers later, bored through the last and longest of its tunnels, number 86, which was 5,966 feet in length.  Like the last sounds of a symphony, the Chihuahua al Pacifico Railroad exited canyon country.

As evening approached, the passengers, many of whom belonged to one of two travel groups, made way to the bar car for wine and cocktails.  The car itself, located between the dining and the passenger cars, had been configured with an inward-facing bar with several round bar stools, mirrored shelves for wine and liquor bottles, and upside-down hanging glasses.  Primarily upholstered in red, its lounge chairs were sandwiched by small, round drink tables, while a stand-up bar and a concessions counter for salable snacks and souvenirs was installed at the front of the car.

At kilometer marker 781, the train passed over the Agua Caliente Bridge, which spanned the Fuerte River and, at 1,637 feet, was the line’s longest.  Traversing low, scrubby cactus and thornforest terrain at 1730, it moved at considerable speed beneath paling blue skies and dark, periodic nimbus cloud collections characteristic of dusk.  Horizontal lines of cloud, brush-stroked on the western horizon, were eaten by burning orange coals.  Hovering only feet above the curved silhouettes of the mountains, the sun, in pure cylindrical geometry, burned with orange fury before slipping behind them.  Settling into nocturnal rest, it projected a volcanic eruption of purple and orange liquid lava skyward in its aftermath.  The snaking river below the bridge cradling the track seemed lit with a violet match.  The cloud formations, temporarily torched by orange, metamorphosed into purple as night snuffed out the few remnants of day’s embers burning just above the horizon.  A quilt of ruby and gray stratonimbus draped itself over day, covering it with suffocating darkness, and leaving the warm, lighted interior of the passenger cars as the only remaining light.

Train 74, now traveling parallel to flat, almost-desert scrub in the state of Sinaloa, had left the Copper Canyon and the foothills of the Sierra Madre behind, and would close the remaining gap to its final destination in blackness, leaving only the “clock” of its wheels against the track as audible evidence of its advancement.

Walking to the dining car for the last meal on the rails, I ordered a bottle of French white wine and an entrée of chicken cordon bleu with a mushroom cream sauce, Mexican rice, and mixed vegetables.

The town of El Fuerte, reached at 1910, was of Spanish colonial architecture and had been founded in 1564 by the Spanish conqueror Francisco de Ibarra for the purpose of erecting a fort to protect its citizens against Indian attack.  Serving as a trading post on the Camino Real for three centuries, whose Spanish mule trail had connected Guadalahara, the Alamos mines, and the Sierra Madre Occidental, it had become the capital of Sinaloa in 1824.

Lurching on the single track beneath dark velvet, star-diamond skies and moving over the flat expanse of land, Train 74 covered the remaining 82 kilometers between El Fuerte and Los Mochis, the rectangles seeming to skim along the sides reflections of its lighted passenger car windows on the track-side vegetation.

The rectangular reflections of the car windows were like the reflections of the journey: unlike other rail lines, which offered alternative transportation means to certain destinations, the Chihuahua al Pacifico Railroad offered the only land line to and through the Sierra Madre Occidental and its related canyons.  The life line to the communities along its track, from Chihuahua to Los Mochis, it offered singular-method, vital transportation; traveled over 653 kilometers of track whose route could only be equated with an extreme feat of railway engineering; offered unparalleled mountain and canyon scenery; and connected the Mexican and Tarahumara Indian cultures.

The single track burgeoned into many and the train passed a considerably-sized railway yard.  The lights of Los Mochis, the modern city located only 19 kilometers from the port town of Topolobambo, loomed ahead.  Creeping through the suburbs, the houses of which were only yards from the actual track, the Chihuahua al Pacifico Railroad moved past the modern Estacion de Los Mochis at a snail’s pace and snagged its brakes for the last time at 2205, completing its 16 hour, 20-minute journey from the plains to the Pacific.

Taking my suitcase from the overhead rack and climbing down the few stairs to the platform, I watched the uniformed crew turn off the train’s lights and file into the terminal, having completed another westbound run, and could only marvel at the vital role they played in the railroad’s purpose to link the Copper Canyon with the rest of Mexico.

 

About the Author

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York. I have made some 350 lifetime trips by air, sea, rail, and road.

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The way forward for Pakistan

As the Pakistan celebrated its 62nd birth anniversary last month and the national Defence Day on Sept 6, the national goals set by its founders largely remain unachieved. The country faces an existential threat due to a host of crises. Poverty, ignorance, bigotry and insecurity are the ‘hallmarks’ of this young and frail nation.

I don’t like to sound ominous but there is little to appreciate in the present state of state affairs. Isolated and humiliated from without, and bleeding and feeble from within, Pakistan has changed much, unfortunately for the worse, over a period of a couple of decades.

As I indicated, I am not a pessimist nor do I want to breathe gloom and pessimism into my country fellows. But then, cure is unthinkable of without recognising and admitting that one is ill.

Many of us believe the things would have not been such a bad had 9/11 and preceding war in Afghanistan not occurred. They might be true, but partially. The Sept 11, which is not merely an event but a phenomenon, just caused to surface the deep-seated fissures in our society and body politic. These cracks had to come to the surface sooner or latter; 9/11 just sped up the clock.

The second reign of Nawaz Sharif represents a watershed in our brief history of 62 years. At least at surface things seemed to be moving in the right direction then. Diplomatically, we seemed confident--not to mention we discovered in India a new neighbour-- our economy was relatively stable; we had peace on our borders; and a decade of civilian political control showed military was no more interested in gaining direct control on the steering wheel.

But behind this calm lurked questions and challenges we had long neglected, even aggravated with wrong choices, and that were to come to haunt us later.

Nawaz Sharif was not satisfied with the winning of heavy mandate alone. Through the 13th constitutional amendment, he wanted to use this mandate to redefine the power equation to his advantage. He he was a legtimate, elected prime minister, yet like the late military dictator, General Zia, he used religion for the furtherance of his personal goals.By courting old associates of military, the rightist Mullahs, the civilian government further strengthened their position, and thereby further thrown the society into the deep of extremism and sectarianism.

Kargil War was a great set back for the reconciliation process between Pakistan and India. But it was not just an adventure rather a part of a well thoughtout plan to serve a special purpose. Nor was it a war of choice, but of necessity. Army, which looked at ease because of silent guns on borders, was in fact greatly perturbed over the increasing presence of the Indian Army close to the LoC. It knew well that it did not have muscle to thwart any serious effort by Indians to steel territory across the LoC. India had successfully done so in Siachin and in some other cases. The Kargil plan was in fact aimed at creating such atmosphere in which India is forced to enter into some sort of agreement with Pakistan, giving a more permanent character to the LoC. The plan might have met with success had the civilian government shown some courage and diplomatic skill.

Military was in no mood to further reducing its influence on political affairs of the state and after Kargil debacle it was even prepared for direct involvement to ‘put the house in order’. Mistrust between Nawaz Sharif and General Musharraf had reached a level where both wanted to get rid of the other. Apparently, the military bosses were looking for an opportunity for direct action and they found one when Musharraf’s plane was refused landing.

Despite all of its shortcomings a civilian government is better to military rule; history of nations testifies this. Thus the coup should have been discouraged at all levels and costs. (Too much of idealism? But, remember, a nation without ideals cannot find salvation.) Instead, appeals were made to the ‘saviours in uniform’ to intervene in the ‘national interest’

Even the judiciary once again failed in fulfilling its obligation and most of the judges of the SC and the high courts accepted and even accorded legitimacy to the power usurper. The SC judges who took oath under the 1st PCO by Musharraf included our celebrated CJP Ifthikar Chaudhry, the ‘hero’ of the lawyers’ revolution.

Musharraf regime took extra pains and meticulously ruined the democratic febric of the state. Taking a leaf from General Ayub’s concept of basic democracies to manipulate the elections, Musharraf embarked on devolution of power to perpetuate his rule, and he remained successful to a great degree. He started to feel the heat only when, after seven long years, his policies turned the media and public opinion utterly hostile. His position became really weak when his court party, PML-Q, received a deadly blow in Feb 18, 2008 general elections.

Yes, the Lawyers’ Movement did play an important role in his final capitulation yet it did little to fulfil its professed objective--bringing justice to the whole society. At best it has brought some political corrections at the top, besides selective cleansing of its own cadres, yet it has utterly failed in providing justice to the common man.

I would not talk of the utter mismanagement by the present government and the pursuances of naked self-interest by the other parties as well for the memories are too fresh to need a recollection.

For last so many years we have been preoccupied with the lesser-issues and continued to neglect the daunting challenges that stare us in the face. We did nothing to reduce the widening gulf between the rich and the poor; control rising levels of inflation, poverty, unemployment; bridge the power supply and demand gap; arrest the declining standards of education; provision of food, water, healthcare and other basic facilities; curb the rising religious extremism, sectarianism, national disunity; and the list goes on.

But of these, education, national integration, and socio-economic justice are those few areas where neglect is unforgivable. If history is something to learn from, we discover that no state or society could last for long that ignored these vital areas. Another scourge, especially in our case, is religious bigotry and extremis; and again the solution is education. Improvement can be brought in these areas only by adopting well thought-out longterm policies, and then we will get stability and prosperity.

But we have enough of our politicians, military saviours and bureaucratic genius; all disappointed us. The only hope left is ‘independent intellectuals’ who should come forward piercing the crowed of ‘paid intellectuals’ and prepare a ground and push for broad scale reformation of the society.

About the Author

Mahmood Sadiq is a freelance journalist based in Lahore, Pakistan.
Address: 306-E2, Johar Town Lahore,
Cell: 0332-4474956
mahmood.sadiq@yahoo.com

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What company offers cheap high speed internet service?

I am paying $140 a month for high speed internet, cable and home phone service w/ free nationwide long distance. I need the internet though because I work from home, but I'm like to eliminate and reduce my monthly expenses and was wondering if there's something cheap and fast out there.

Your telephone company can probably provide you with DSL service for less money. (But it'll probably be lower speed, although it'll be higher speed than the internet itself, so it won't make much difference.) Call them and ask them, or watch the millions of ads they're probably spamming your local TV stations with.

The only providers it makes sense to use are those local to you. Otherwise you have one carrier providing internet service and another providing transport (the wires). When you have a problem they each point at the other, and you're left with no service. If the same company provides both carriage and internet, the different divisions can point at each other all they like, but you're dealing with a single company that's not supplying you with service so (if they know what they're doing) they get you back up quickly.

That said, I find that it's worth the extra money for cable. I've had one - count them, one - outage in 7 years. (And it was for only a few minutes.) Compare that to constant outages, slower than paid for speed and customer "service" that doesn't speak English, from my very large telephone company. (My cable company's tech support people work around the corner from my office, so they even have the same regional accent that I do. And I can walk in and talk to someone, face to face, or swap bad or outdated equipment.)

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Street Racing - Choosing The Right Car To Race

The underground sport of street racing is becoming remarkably massive in popularity. Unfortunately, when it comes down to it, the expenses required to get started with street racing can also be quite massive themselves. Newbies to the sport can help alleviate some of the financial pain by choosing the right car to race in the first place. Here are a few pointers.

Start With The Right Car.

It's no surprise that many street racers get started by modding the daily driver they already own. This is just fine. In fact, unless you have the big bucks to spend on a ride that's already been tuned and tweaked with the finest performance equipment, it is highly recommended to start with a solid car that hasn't previously been raced. Street racing does tend to seriously stress the mechanical components of a vehicle. Get into the hobby with a car that hasn't already been used and abused.

Choose A Car That Can Be Modded.

Chances are, you probably already have the make and model of your ideal street racer in mind. While the rapidly growing parts and performance industry makes high performance add-ons and race-ready parts for the engines, suspensions, bodies, and other components of a huge variety of vehicles, it's worth realizing that some cars will have many more aftermarket options available than others. The more common the particular car is in the world of street racing, the easier it will be to score the best racing parts at the lowest prices... it's simply a textbook case of supply and demand.

Be Creative In The Search For The Perfect Street Racer.

The best buys, especially when it comes to cars ready for racing modifications, rarely come from the dealership lot. Instead, sources such as eBay and craigslist often boast hundreds of tuner-ready cars of the exact make and model you desire available to purchase from individuals at or below wholesale prices. Also, it's important to be aware that street racing requires mods to cars that make traditional financing options less than appealing. So what's the best way to buy a street racer? The answer is saved up cash, of course!

Street racing is an extremely exhilarating and fast paced sport. It helps to have the right performance equipment to begin with. And remember, do be safe and responsible - have fun with your street Racing Car by only participating in legal track events. This will help ensure that you can continue to enjoy the sport without having to deal with law enforcement.

About the Author

Buy your street racing parts for your street car or contact Shane Hester at WebFirstCreations for quality blog links .

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Fix PS3 Yellow Light

Fix PS3 Yellow Light

When your PS3 has started blinking yellow light, learn what does that mean and how to fix that yellow light.

Recently my PS3 too suffered from this dreaded yellow light of death, I really thought PS3's are sturdy and probably may not be susceptible to any problems like Xbox 360. I found some info on why this yellow light problem occur in a PS3 first place and would like to share that info with you.

Also, I didn't send my PS3 to Sony as they charged me an arm and leg and asked me to wait for 6 long weeks. I was devastated until I found a very clear and straight forward guide and videos to fix this yellow light problem myself. I'm glad I found PS3lightsfix guide by Rob Sheffield.

Coming back to what causes Yellow light in PS3, the most annoying problem to suffer is the Yellow Light on the PS3, as we've paid loads of money for PS3. And obviously we expect excellent quality right? Well, Sony, the manufacturer of the PS3, claims a low 1% failure rate, even though recent surveys and forums shows this yellow light problem rate to be as high as 5-10%.

The "yellow light of death" (YLOD) occurs after a major hardware failure. Many people suspect that 9/10 YLODs result from bad solder joints on the motherboard, while 1/10 result from power supply malfunction (these numbers are not proven, just speculated). So far, the leading theory in the cause the YLOD is that over time, the processor gets so hot that it causes the solder to liquefy, and eventually the solder loses its connection with the CPU / GPU on the motherboard.

This explains why the YLOD is most commonly seen on the 20GB and 60GB models which use older processing technology, thus causing more heat and inefficiency. So far on this subject, Sony has refused to reveal any information regarding the causes of or solutions to the yellow light of death.

The “red light of death” occurs after a major Hard Drive failure. This is different from the YLOD, as the YLOD refers to a problem with motherboard.

So if you want to fix your PS3 all by yourself, you've to refer to an expert repair guide which is simple and easy to use like ps3 lights fix guide by Rob. Also keep in mind that when you send your ps3 to Sony, you'll lose all your game data...but you can try to recover those data with the help of the options shown on this DIY ps3 repair guide

About the Author

Tom Parks works for Microsoft. He is currently researching on PC optimization and system security. He is also an avid gamer and owns xbox, PS3, Nintendo Wii, Dsi and PSP