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By Susan Goldman Rubin
Starting with Lenny's youth in Boston and finishing along with his effective carrying out debut at Carnegie corridor with the recent York Philharmonic while he used to be simply twenty-five, track was once IT attracts readers into the vigorous, passionate, demanding, music-filled lifetime of younger Leonard Bernstein. Archival images, as a rule from the Leonard Bernstein assortment on the Library of Congress, illustrate this interesting biography, which additionally features a foreword via Bernstein's daughter Jamie. wide again subject contains biographies of vital humans in Bernstein's lifestyles, in addition to a discography of his track.
Read or Download Music Was It: Young Leonard Bernstein PDF
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About two hundred peo- Beatrice Gordon, around 1935. ple attended. The kids collected around fifty dollars, which they gave to charity. Lenny played the piano to accompany the singers. When he was "onstage" performing, his friend Mildred Spiegel took over for him. Lenny raced back and forth to the piano. "We were a smash," said Lenny. "Even Sam loved it. He lent us his wigs, after all. " But Lenny was beginning to discover his talent as a showman. Back in Boston he completed his last year of high school.
He and Mildred became popular at parties, where they entertained everyone. Sometimes she sang and he accompanied her, or they played a duet, such as their favorite, Rumbalero by Morton Gould. It was written for two pianos, but they played it on one. Through his friendship with Mildred, Lenny realized that he was not getting proper training as a pianist. His teacher, Miss Williams, had taught him to not arch his hands over the keyboard the way most pianists did. " It was torture for Lenny—and it was incorrect.
37 Music Was IT Sam and Lenny at the beach, possibly in Sharon, around 1935. 38 Lenny the Showman In fact there is never a time when I do not prefer playing my piano to any other sort of work or recreation. " In June 1935 Lenny graduated from Boston Latin and co-wrote the class song. ) Lenny composed the music and co-wrote the lyrics with a classmate, Lawrence F. Ebb. The song began, All for one and one for all. Sharing each success or fall; All too soon has come the parting To worldly realms beyond our wall.


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My friend Deanna posted this wonderful graphic about the rise of girls who consider themselves "geeky" and the backlash they're experiencing. It can be found here. Go ahead, read it, I'll wait.
Done? Pissed off? Enlightened? Think it's crap? Think it's right on? Please comment, I'm really curious to hear your thoughts. Here is my response to it, which I left on her Facebook page. The discourse has been positive so far, though I feel my last sentence will probably offend someone for which I'm only going to apologize for the briskness of the tone but not the sentiment:
"There's something Oedipal about the hatred of "fake" geek girls that goes beyond the whole poseur thing. I was hypothesizing for a while that retreating to comics (or music, or video games, D&D, etc) was the legit-geeky/rejected by ladies guy's way of a certain retracted treehouse ladder-style revenge that wasn't thought through very well. They went from having something they thought of as a power over women by sheer breadth of knowledge, to not even realizing it may be something women might be into. Never mind the sexy costumes or the sad, rather desperate way female superheros are depicted as more walking sex and diversion than intellectual forces, but more like, "oh crap, they read/play/quote/appreciate/dress like them and they like the story lines…now what?" because something that was closely guarded as a way to isolate has been adapted and adopted by a group that brings that intellect to them rather than smash-boom-bang-boobs. And they resent women for it.
Hmm, that's basically a metaphor for male/female relations in popular and governmental culture now that I see it in print.
I read a great roundtable discussion about Big Bang Theory and how truly misogynistic and homophobic of a show that it is, and while attempting to be "smart" and "geeky" it's really just the tallest comedic midget for the commonfolk that watch it. It's truly drivel in comic book nerd t-shirts. Now if you'll excuse me, it's time for another viewing of Idocracy.
** All that said, if I see you wearing lensless glasses you deserve the poke in the eye you'll hopefully get"
Oh and I don't know if you've seen this yet, but I think it's both undermining and kinda cool because when you watch them try to dance in unison it's very clear that they're klutzy. And if there's one thing in life I totally appreciate, it's a pretty, nerdy, klutzy lady.

subset: commoncrawl


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|A happy collector receives her Luncheon Exclusive during the registration process.
|My Patsy Luncheon Exclusive
This was my first Tonner event, and it was a lot of fun! Robert is a very handsome, well dressed and intelligent man. He is both charming and witty. He had prototypes of the very popular Patsy Dolls and her outfits for 2013 on display. There are several new dolls coming! And more so very cute outfits! There was one that was a light blue snow suit complete with earmuffs that had me set to pre-order. And there was a super cute rain coat set with ladybugs on the clear rain coat, oooohhhhh. I wish that I could have taken pictures for you to see. There was a lot of the new Wilde Imagination line available for viewing and pre-order. And another major display was of the upcoming American Models line. I had not seen much of this line before, and I abso fell in LUV. I cam home and found one to order. She is on her way! Stay tuned for a post on her, but back to the luncheon. . .
I did speak to Robert several times. I put in a request for the much desired elbow joint on Patsy. And I mentioned that there is still very large and active Yahoo! Group for the Ann Estelle 10ers. He politely said that he hoped enough of us continue to buy the Patsy line so that he can continue to expand it. I think he definitely felt that he was taking a big risk in introducing another 10" child doll to the market. He said plainly in the Q & A period that child fashion dolls simply don't sell, and he has to follow the market to survive as a company. I think that Ann Estelle just got played out (so to speak, maybe pun intended). And he said that Mary is not producing as much new work for him to reproduce anymore. Also, he said that he needed to produce something in the Effanbee line to retain the copyrights, ergo Patsy. The molds for the original either don't exist or he doesn't have them. But he needed to use something from the line, so he sculpted a new doll for Patsy. I know there has been some confusion about why he named her Patsy, rather than something else when she was so different from the original. That's the answer. While Robert is an artist, he also has to be a businessman, and copyright laws are difficult seas to navigate. From the Q & A period, it became quite clear how much that determines what he is able to produce.
|Essential Lizette - Wigged Out, Too in Bay Breeze Outfit
During his presentation, Robert spoke about dolls still in preproduction and planning stages that will be the newest additions. He has secured the rights to do a new Sindy doll: Britain's popular version of Barbie. And he is very excited about a line he has long been interested in-- a doll based on Carmen Dell'Orefice, the oldest working model. And a new line based on the book and upcoming movie Warm Bodies. I saw the prototypes for the two lead characters, and they were very cool. But, well, uhhumm, I'm kinda into the zombie thing. . .
So there was a lot of news. And he showed us some very funny videos that he had made for the last Wilde Weekend convention. It was so exciting to see the new line and fun to connect with other collectors. I find myself wishing that I could attend the Tonner Con in Chicago in a few months. It just doesn't really seem possible. But here's to dreaming. . .
|Parting shot: Robert Tonner's signature on Patsy's little bum!


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Land - Wausau, WI
Premier Hunting Land on the Trappe River! This property offers the diversity of River bottom, bi-sected by a stream leading down to the river in heavy thermal cover. Deer, Bear and Turkey are plentiful! Secluded, ATV trails throughout 30 acres on Buck Trail with 160 acres behind. Managed Forest Land Contract on file. This listing includes FIVE parcels: 078-3008-202-0996, 078-3008-202-0997,078-3008-202-0998, 078-3008-202-0999, 078-3008-203-0999.
Would you like more information regarding this property?
Please call (715) 424-1000.
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Alternate title: When is $3,600 worth less than $3,600?
This process is full of debt paradoxes. First off, it is a paradox that by borrowing scads of money, I will end up keeping more of what I earn. This is thanks to federal tax incentives that make the interest on my mortgage tax deductible. It doesn't sound right at first – borrow over $100,000, end up with more cash to spend – but sure enough, that's how this works.
The next paradox is a result of how lenders evaluate a borrower's debt to income ratio. They look at the monthly debt payment and compare it to your monthly income. They do not look at your total amount owed relative to your total annual income.
Take me, for example. One debt I have is a $3,600 student loan. The current monthly payment on that debt is $52, which is pretty darn low thanks to the income based repayment plan. If that debt were instead credit card debt, with an interest rate of 18%, the minimum monthly payment would instead be $90! I used bankrate's calculator to get that number.
Now, say I have a few thousand dollars to play around with and use to pay down debt. If I paid off my credit card debt, that would have almost twice the benefit to my debt to income ration that paying off my student loan debt would have. So far, so good right?
Here's the thing. I don't have credit card debt. I only have "good debt." So I just get a measly $50 off of my monthly debt:income ratio if I pay that $3,600 debt off. Student loan debt doesn't seem like such good debt to have now! Strange but true.


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Still learning to improve my post process skills in order to have consistently good edits, and I will admit, my last order of photos in a recent event wasn't at all good edits. A bit oversaturated, a bit too hot (overexposed), etc., and honestly, I don't always have that many bad edits in one batch of photos, albeit, I do make errors every now and then, but not that many in one batch.
I was once taught, "leave your WB in auto in cam, and then change it in LR", true enough, it would seem a great choice, he further added "then do not choose the auto or as shot WB, if you had a flash on, choose WB flash, etc., but do mix it up every now and then to see a better balance of colors.". And such, I stayed with that lecture for over a year now.
Sadly the last edits, I followed that lecture, everything was off in certain photos, and I was perplexed. In doing so, I decided to break the rules of his lecture in my next batch of edits; since these were simply photos of me and my two great buddies, AJ and Brian, I had a lot more room to experiment with the tones and whatnot, and more importantly, try to use as shot and/or auto WB presets.
The first photo below is of AJ and the WB simply set to Tungsten as there were a lot of round light bulbs in the coffee house; having experimented with other WB presets, my lecture on choose the WB based on what type of light was on was correct.
Next photo, again of AJ, I had my flash on, so simply, I chose the flash WB setting, Again, the lecture was right.
Now this photo of Brian, I tried using tungsten, fluorescent, flash WB settings but it turned quite awful honestly, so I broke my lecturer's rule and chose AUTO WB preset, and it turned out great.
Much like everything else in photography, some rules should be broken; rule of thirds, etc. are more of guidelines than actual rules (yes, I borrowed that line from the Pirates of the Caribbean).
Another lesson learned from this amateur and I am very well on the process of improving my skills.
Don't be afraid to bend the rules in photography, you may just find that you have taken the greatest shot there is if you do.


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Opinion – China Daily, March 8, 2012 —
The passage of a new protectionist bill by the US Senate and the House of Representatives to allow anti-subsidy duties on Chinese imports will strain trade ties between Beijing and Washington and make the prospects for a global recovery even more uncertain.
The shock felt by China is understandable, as to balance global trade, it had already cut its trade surplus to 2.1 percent of economic output in 2011 from a high of 7.5 percent in 2007. Meanwhile, the US trade deficit remains as high as 4.8 percent of its GDP in spite of its rising protectionism.
While the United States, which proclaims itself the champion of free trade and globalization, is accusing other trade partners, China in particular, of "not playing by the rules", its lawmakers are now blatantly abusing their power to massage its domestic trade rule.
Such outright hypocrisy among US politicians bodes ill in an era when lack of political will has already prevented most debt-laden Western countries from timely introducing painful but necessary reforms to address their economic woes.
Worse, the myopic bipartisan support for the bill lays bare the fact that more US politicians are eager to cater to and stoke rising protectionism, in disregard of the free-trade spirit they have promoted and a clear threat to steady growth the world wants.
The difficulties that the US needs to surmount are huge given their country's sluggish economic growth and high unemployment, and it is reasonable to expect US policymakers to try and rebuild US competitiveness in the aftermath of the 2008 financial crisis.
But the solution is definitely not protectionism, which will only dig a deeper hole for the US economy.
By breaking away from its decades-old practice of not legally authorizing the US Department of Commerce to impose countervailing duties on goods from non-market economy countries, US lawmakers are now trying to take the easy way out.
They are trying to protect uncompetitive US industries, at the cost of all the country's consumers and crucial trade relations, when they should be seeking ways to promote the US' indisputable advantages in innovation and adaptation.
It does not take a trade expert to expose the fallacy of selling protectionism as a real long-term solution to the structural problems of the world's largest economy.
Before signing the bill into law, US President Barack Obama should ask himself – will protectionism really save American jobs and help it escape the quagmire it has got itself into?
Protectionism does not pay|Opinion|chinadaily.com.cn
See also 'US trade bill breaks WTO rules', China Daily, March 8; 2012:
Chinese Commerce Minister Chen Deming says at a press briefing during the National People's Congress on Wednesday that trade measures passed by the United States Congress violated both US laws and World Trade Organization rules. Wang peng / Xinhua.
Commerce minister says latest vote is Washington attempt at 'pointing fingers'
Trade measures passed by the US Congress violated both US laws and World Trade Organization rules, Chen Deming, minister of commerce, said Wednesday. . . .
The bill was in response to a ruling by the US Court of Appeals for the Federal Circuit last December that stated that US countervailing duty law, (imposing trade penalties) cannot be applied to what it described as "non-market economies". . . .
See also House Approves Bill That Would Impose Duties on Imported Goods:
WASHINGTON (Reuters) — The House voted on Tuesday to ensure that the United States could impose duties on subsidized goods from China and Vietnam, overwhelmingly rejecting a conservative group's attempt to portray it as a tax increase. . . .
"China distorts the free market by giving enormous subsidies to its producers and exporters, and our companies and workers should not be expected to compete against the deep pockets of the Chinese government," Dave Camp, a Michigan Republican who is chairman of the House Ways and Means Committee, said during debate. . . .


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By Fatih Erel
The UN and 22 aid agencies on Thursday asked the Saudi-led coalition to end the blockade in Yemen and warned that the blockade would bring millions of people closer to "starvation and death" in the Middle Eastern country.
"The humanitarian community in Yemen is greatly alarmed at the decision by the Saudi-led Coalition [SLC] to closure all of Yemeni airports, seaports and land crossings which is preventing critical humanitarian aid deliveries and commercial supplies from reaching the country and the movement of aid workers in and out of Yemen," the agencies said in a statement.
Noting the "extremely fragile" humanitarian situation in Yemen, the organizations called for the "immediate opening of all air and seaports to ensure food, fuel and medicines can enter the country".
"We ask the Saudi-led Coalition to facilitate unhindered access of aid workers to people in need, in compliance with international law, by ensuring the resumption of all humanitarian flights," the aid groups said.
According to the UN, there are over 20 million people in need of humanitarian assistance in Yemen; seven million of them, are facing famine-like conditions and rely completely on food aid to survive.
"In six weeks, the food supplies to feed them will be exhausted. Over 2.2 million children are malnourished, of those, 385,000 children suffer from severe malnutrition and require therapeutic treatment to stay alive," the statement said.
Noting that the current stock of vaccines in the country will only last one month, the organizations said: "If it is not replenished, outbreaks of communicable diseases such as polio and measles are to be expected with fatal consequences, particularly for children under five years of age and those already suffering from malnutrition."
Indicating that the people of Yemen have already been living with the "catastrophic" consequences of an armed conflict, the agencies added: "Any further shocks to imports of food and fuel may reverse recent success in mitigating the threat of famine and the spread of cholera."
On Wednesday, a senior UN aid official said Yemen could face "the largest famine the world has seen for many decades, with millions of victims," if the Saudi-led Coalition did not lift a blockade on the war-torn country.
Speaking to reporters after briefing the UN Security Council on the situation in Yemen behind closed doors, UN Under-Secretary-General for Humanitarian Affairs and Emergency Relief Coordinator Mark Lowcock warned the coalition about refusing to allow humanitarian aid to Yemen.
On Monday, in response to the weekend missile attack on Riyadh by Houthi rebels, Saudi Arabia decided to close all of Yemen's air and sea ports, stunting humanitarian relief operations in the country.
A Saudi-led offensive, which began in 2015, targeted pushing back Houthi advances but has been dogged by widespread allegations of international law violations.
Since March 2015, almost 5,300 civilians have been killed and close to 9,000 injured in Yemen's war; the UN has warned that "the actual numbers were likely to be far higher".


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Words containing browhou
Found 1 words containing browhou. Browse our Scrabble Word Finder, Words With Friends cheat dictionary, and WordHub word solver to find words that contain browhou. Or use our Unscramble word solver to find your best possible play! Related: Words that start with browhou
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High blood pressure is a typical problem in which the long-lasting force of the blood against your artery walls is high sufficient that it might eventually trigger illness, such as heart problem.
High blood pressure is figured out both by the amount of blood your heart pumps and the amount of resistance to blood circulation in your arteries. The more blood your heart pumps and the narrower your arteries, the greater your high blood pressure.
You could have hypertension (high blood pressure) for years without any signs and symptoms. Also without signs and symptoms, damage to blood vessels and your heart proceeds and could be spotted. Unchecked hypertension raises your risk of major illness, including cardiovascular disease and stroke.
High blood pressure normally establishes over years, and it affects almost everyone eventually. The good news is, hypertension could be conveniently spotted. As well as as soon as you know you have hypertension, you could collaborate with your medical professional to regulate it.
The majority of people with hypertension have no indicators or signs and symptoms, also if high blood pressure readings get to hazardously high levels.
A couple of individuals with hypertension might have headaches, lack of breath or nosebleeds, however these symptoms and signs typically aren't specific and usually don't take place till hypertension has actually reached a severe or lethal phase.
When to see a medical professional
You'll likely have your high blood pressure taken as part of a routine medical professional's visit.
Ask your medical professional for a high blood pressure analysis at the very least every two years starting at age 18. If you're age 40 or older, or you're age 18-39 with a high risk of hypertension, ask your medical professional for a high blood pressure analysis annually. High blood pressure normally should be inspected in both arms to figure out if there is a difference. It's vital to make use of an appropriate-sized arm cuff. Your medical professional will likely recommend more constant readings if you've already been identified with hypertension or have other risk factors for cardio disease. Children age 3 and older will usually have actually high blood pressure determined as a part of their annual examinations.
If you don't frequently see your medical professional, you might have the ability to get a cost-free high blood pressure testing at a wellness resource fair or other locations in your community. You could additionally locate devices in some shops that will certainly determine your high blood pressure free of cost.
Public high blood pressure devices, such as those discovered in pharmacies, or examine this article on bluetooth blood pressure monitor might provide useful info about your high blood pressure, however they might have some constraints. The accuracy of these devices relies on a number of factors, such as a correct cuff dimension and appropriate use the devices. Ask your medical professional for recommendations on using public high blood pressure devices.
High blood pressure has several risk factors, including:
Age. The risk of hypertension raises as you age. With early center age, or about age 45, hypertension is extra typical in guys. Women are more probable to create hypertension after age 65.
Race. High blood pressure is specifically typical among blacks, commonly developing at an earlier age compared to it does in whites. Severe difficulties, such as stroke, cardiovascular disease and kidney failure, additionally are extra typical in blacks.
Household background. High blood pressure has a tendency to run in households.
Being obese or obese. The more you evaluate the more blood you should provide oxygen and nutrients to your cells. As the volume of blood circulated through your blood vessels raises, so does the pressure on your artery walls.
Not being physically energetic. People that are non-active tend to have greater heart rates. The greater your heart rate, the tougher your heart should collaborate with each tightening and the stronger the force on your arteries. Lack of exercise additionally raises the risk of being obese.
Using cigarette. Not only does smoking or eating cigarette instantly increase your high blood pressure temporarily, however the chemicals in cigarette could damage the lining of your artery walls. This could trigger your arteries to narrow, raising your high blood pressure. Previously owned smoke additionally could boost your high blood pressure.
Way too much salt (sodium) in your diet regimen. Way too much sodium in your diet regimen could trigger your body to maintain fluid, which raises high blood pressure.
Insufficient potassium in your diet regimen. Potassium assists balance the amount of sodium in your cells. If you don't get sufficient potassium in your diet regimen or maintain adequate potassium, you might build up excessive sodium in your blood.
Insufficient vitamin D in your diet regimen. It's uncertain if having inadequate vitamin D in your diet regimen could result in hypertension. Vitamin D might affect an enzyme produced by your kidneys that affects your high blood pressure.
Consuming alcohol excessive alcohol. In time, hefty drinking could damage your heart. Having more compared to two drinks a day for guys and more compared to one beverage a day for ladies might affect your high blood pressure.
If you drink alcohol, do so in moderation. For healthy adults, that implies up to one beverage a day for ladies of every ages and guys older compared to age 65, and up to two drinks a day for guys age 65 and younger. One beverage equals 12 ounces of beer, 5 ounces of wine or 1.5 ounces of 80-proof alcohol.
Anxiety. High levels of stress could result in a short-lived rise in high blood pressure. If you attempt to loosen up by eating extra, using cigarette or drinking alcohol, you might only boost problems with hypertension.
Specific chronic conditions. Specific chronic conditions additionally might boost your risk of hypertension, such as kidney disease, diabetes mellitus and sleep apnea.
Sometimes maternity adds to hypertension, too.
Although hypertension is most typical in adults, children might be at risk, also. For some children, hypertension is triggered by problems with the kidneys or heart. Yet for an expanding number of kids, poor lifestyle habits, such as an unhealthy diet regimen, weight problems and lack of workout, contribute to hypertension.


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The ultimate guide to proper SSD management
There's no understating it: Solid-state drives are awesome. If you're still using a mechanical hard drive on your computer, the biggest real speed boost you'll see comes from upgrading to a solid-state drive (SSD). A solid-state drive will speed up everything that requires disk access, from boot times and application launches to in-game load screens. Upgrading to a SSD provides a more noticeable speed boost than a $1000 Nvidia Titan graphics card when doing most things.
But SSDs aren't the perfect replacement for a mechanical hard drive just yet, thanks to their far higher per-gigabyte costs compared to traditional drives and a few unique quirks. Read on for tips and tricks on how to put that rip-roaring SSD speed to best use.
Plan what goes where
Boiled down, an SSD is (usually) a faster-but-smaller drive, while a mechanical hard drive is a larger-but-slower drive. Your SSD should hold your Windows system files, installed programs, and any games you're currently playing.
If you have a mechanical hard drive playing wingman in your PC, it should store your large media files, productivity files, and any files you access infrequently. Hard drives are an ideal location for your MP3 library, Documents folder, and all those video files you've ripped over the years, as they don't really benefit from an SSD's blinding speed.
Move programs and games
You'll probably want most of your programs on the SSD so they'll load lickety-split, although large programs you rarely use are well-suited to a slower mechanical hard drive.
When installing a program, choosing the destination drive for it is easy: Just select an install location on another drive.
Moving programs after the fact is often more difficult. Some programs can be moved easily — for example, you can just move your entire Steam folder to a new drive and run the Steam.exe file to launch it. However, most programs will display errors if you attempt to drag and drop their folder to a new location. You'll either need to uninstall and reinstall the program to the new location, or use symbolic links.
Symbolic links (or "symlinks") will allow you to move a directory while "tricking" Windows into thinking it's at its original location. This sort of trick allows you to move your installed programs and games without much trouble. Say you have a game installed at C:\Game. You could move the game folder to D:\Game and create a symlink that points from C:\Game to D:\Game. Whenever a shortcut, registry entry, or anything else looks up C:\Game, the system will transparently redirect it to D:\Game. The symlink is just a pointer that says "hey, look over there," so the program won't take up any space on your SSD.
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Specialist safaris – from bats to beavers and pygmy elephants
The former soldier who became the first person to walk the length of the Amazon tells of death threats, hunger, and loyal friends
What's the best way to get to know a place? Our writers reveal canny – even cheeky – ways to uncover what the guide books don't tell you – from lining up local mates to inviting yourself into someone's home
If you're spending it like Beckham, private islands, penthouses and outer space are within reach. Ian Belcher on the holidays of the rich and famous, on a budget
You don't have to follow the classic Inca Trail to reach the lost city – here's our pick of the alternatives
It's 100 years since the first westerner 'discovered' Peru's Machu Picchu, and millions have followed the Inca Trail since. But there is a remoter, crowd-free route to the fabled ruins
From the shores of Lake Titicaca to the historic city streets of Buenos Aires, these affordable inns are the perfect way to enjoy South America
Four Britons among six killed when Cessna plane crashed in field near Nazca Lines tourist site
From the Big Jesus to a fake wall, Ricky Gervais's sidekick Karl Pilkington gives his verdict on seven wonders of the world
When he acquired a donkey to carry his stuff in the land of the Incas, the writer never dreamed his relationship with the beast of burden would be filled with such hatred and frustration
The best way to help save the Amazon is to visit it, says Hugh Thomson. And where better than this Peruvian treehouse above the rainforest canopy
Offering your skills and time is a great way to see new places. Emma John lists 10 voluntourist trips that really help put something back…
From the Himalayas to California, in five-star luxury or … not, let the train take the strainGallery
Three operators that go the extra mile when it comes to environmental and conservation issues
We asked the experts to reveal the trips they are most excited about, from Papua New Guinea's jungles to Greenland's ice floes
Nicola Iseard picks hideaways by the sea from Nicaragua to Venezuela
Retracing the steps of his ancestor, who was a captive on Canada's west coast in the 1800s, Neil Jewitt finds an island wilderness
Obituary: Pioneer in cultural tourism who founded the Association for Cultural Exchange


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Just how good or bad is Australia at managing air traffic control safety?
It seems that air safety in Australia remains entirely a matter of business efficiency and $$$ government fees
Feb 15, 2017
It seems that air safety in Australia remains entirely a matter of business efficiency and $$$ government fees
Today's troubling report about the safety of air traffic control in Australia on ABC News is definitely not just another union inspired story warning that job losses in this or that public service will end in a disastrous loss of life.
In this case the jobs, at Airservices Australia, are gone. They aren't coming back. The omlette can't be unscrambled.
'Our jobs or your life' became a worn out cliche riddled art form trotted out by organised labour and media before anyone alive today was born when modernisation began to threaten guard's van on trains and signals were levered into position by physical force.
If any of the inspirations for the ABC story are actively involved in safely keeping aircraft apart then air travellers have every reason to be worried about their being sufficiently alert or 'agile' to perform such tasks.
But this isn't the case. Most of the jobs that were lost were in administration, and were regarded as parasitic or superfluous to the core task of stopping the flight you may about to board this morning from coming too close to another flight at various stages of their respective intercity trips.
The legitimate concern, however well or poorly based, is whether or not the loss of back office jobs as Airservices Australia calls them, has adversely affected safety.
There was a period earlier this century when the safety investigator, the ATSB, seemed to be struggling to keep up with 'separation incidents' in which it identified controller fatigue and even a lack of proper training as factors in jets receiving transponder triggered TCAS potential collision warnings.
Such incidents continue to occur, there was one involving two Qantas aircraft in the vicinity of Brisbane airport recently, and there continue to be incidents which occur outside actively monitored airspace which also raise important questions about the design of airspace boundaries and the practices they involve in this country.
But the official response has for some time been that the actual incidence of proximity events in Australian airspace is no longer statistically different to the situation in busy air traffic corridors covered by similar ATC technology elsewhere in the world.
This is difficult terrain for the media to navigate, which the ABC story carefully and fairly covers. There are continuing problems in Australian airspace, it is possible that progress has been made, and as Senator Xenophon has identified in the past, some of those screw ups should never, ever have been allowed to occur, and need to be prevented from happening in the future.
The whole issue of air traffic control safety is rendered opaque by government indifference, as in this government, and its Labor predecessors. In Government eyes, Airservices Australia is a fee collecting revenue raising entity supposedly run along private industry lines.
It has never been possible to get a sensible engagement with the safety issues of ATC control from any Coalition or Labor minister since AirServices Australia began to operate as a commercial entity measured solely by its contribution to the Federal Budget. It is doubtful that any minister this century possessed even the most basic of understanding of how air traffic control works, and where changes in technology will take it (perhaps) beyond the crap that appears in press releases directed by Mandarins.
The inherent problem with the supremacy of management over old fashioned and highly inconvenient safety cultures is that management will screw down and stress the human resources of bodies like AirServices Australia until 'something' breaks.
That 'something' could end up in a stinking pile of body bags and shattered airliner parts, and wipe out a few high profile CEOs, a sporting team or two, and a few dozens of working class punters, and maybe even cause a few by-elections.
There is a serious lack of Executive oversight of safety outcomes in Australian aviation, and for that matter, road haulage, and one day, as people like Senator Xenophon have often pointed out, it might bite all of us very badly.
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So what's going on?
Air Services says it's only backroom jobs that are being cut. Air traffic controllers say the cutbacks are endangering lives.
It's hard to get a picture of what's really happening.
What is it that these administration staff actually do.?
Clearly, there is almost always room to cut something back.?
However, if you're cutting the 'back-room' staff & turning that work over to front-line controllers to do, in addition to their ATC duties, it really does look like a recipe for disaster.?
IF the worst should happen & it can be shown that the controller is at fault,
will the Government or AirServices hold up their hands & admit that they've cut back a little too far,
or will they cover-their-own-arses & dutifully hang the controller out to dry.?
…Thought so.
A couple of points / questions;
I assume that TCAS incidents are logged & reported the world over.?
How does Australia do on that scale, by comparison with other 1st & 2nd world countries.? (I include 2nd, as Sydney & Melbourne aside, the nation isn't exactly brimming with LAX's or LHR's, so I'm thinking about how you'd compare like-with-like)
I'm sure I remember an AirServices or ATSB official saying something like; TCAS incidents were OK as that's what TCAS was there for. It's only when it becomes something more that it 's not OK.? (perhaps I made that up or read my own words into a similar statement.?)
I think you Ben, should be applauded for making a positive point (in the context of this negative issue about AirServices) about the controller at Cairns who redirected the TigerAir aircraft when they'd got themselves into the wrong runway access point.
There will be all different levels of talent working as ATC controllers, but I'm confident that every single one of them does & wants to do their very best every day.
IMO it's good to be able to find someone who's done a particularly good thing & shout about it.!
Pressure is building up across the system,mainly due to third world infrastructure. Melbourne; ludicrous delays caused by single runway operations due 3 knot tailwind on runway 27. Holding goes from 10 minutes to 45 minutes with no explanation or warning. Sydney; holding due noise sharing (!?!?!?) on a cavok day. International carriers asked to "require" landing on 16R rather than crosswind landing on 07. Perth,Brisbane both embarrassing listening to Longhaul operators negotiating landing on Runway 24 with 25 knot crosswind while runway 21 closed all day for works that should be done at night. Sounds esoteric I know but Australia is setting itself up for a major incident. Third world infrastructure, idiot short sighted clueless politicians. Weak administrators. The subsequent Royal Commision is going to be gruesome.
Hi Ben seems to me that you have been pulled in with the "Non Operational" rubbish put out by ASA. It all depends on what you class as operational. They are classing tech's who fix and maintain the equipment that lets the ATC do there job as non operational, in the last 3 months there has been over 2000 years worth of experience lost there. They class the trainers at the ATC school in Melbourne as non operational and most of them have left. They are in the process of being replaced with operational ATC that have been taken from operational roles. Of the rumoured target of 900 to go they are all out of a pool of around 2000 people, I ask how can this be done without affecting the service. This has all come out of a review carried out by an accountancy firm and they are trying to make ASA like a corporate company but it cannot be it is a service where safety has always come first not $$$$$$
The carnage is not over yet the way they are heading is like Telstra where equipment does not get maintained to anywhere near the standard it always has it just gets used until it breaks then eventually replaced, I ask everyone how this works with the service Telstra now provides compared to what they used to, during the recent power outages in SA the phones went down in a mater of hours due to the poor state of backup systems, are we happy with this level of service on our air navigation systems?
I have a great fear with the path ASA is heading down it is only a mater of time until there is a major incident just hope it is not a A380 full of people ………..
TJ, if what you say is true (and I believe it is), then AirServices Australia is deceiving the Australian public by moving frontline air traffic controllers into other areas.
The next wave is coming, apparently there are executive level meetings going on with price waterhouse coopers re the future of all technical staff and outsourcing maintenance. It fills me with confidence that the follow the direction of a accountancy firm in regard to air navigation !! I keep waiting for sanity to prevail but I fear it will not.
I have seen this all too manhy times.
Whats distressing is the agneicy bring it on themselves in a lot of ways by being bloated.
But I and my brother worked for State govnement in two vastly different jobs.
Mine was consriaton, well run, well managed and I never worked harder at any other job in myh life (thogh one guyh kept saying how easy we had it!) . And I have worked some damned hard jobs.
My brother was in com tech keeping microwave system running.
They farmed it out, he made a heck of a lot more moneyh by transfien over to the people who got the contarct.
So, how much was savied? Nothing.
Somewhere there is a balance, where its got out of boudns is everyone beats on the State secotr jobsw.
Haivng worked both, I can tell you that private is just as mucked uip as state, its just they are mucked up in different area.
And I have seen people in private who were drunks, unreliable, etc etc keep their jobs when they should have been canned.
So the thing about not begin able to get rid of poor government employees has its flip side.
US is talking about changing system and with ju8stifcfaiton as the FAA here has mucked up the transition awfully.
Is the cure worse than the disease?
And guess who invented the first ADS-B system (it was not called that)
CAPSTONE, make in Alaska by the FAA regional division due to the major amount of flying (huge amounts of small aircraft) and the high accident rate due to bad weather and unforgiving terrain.
My dad worked for CAAA and FAA. We did ok, out in the toolies of Alaska and far from Medical or resources. Great place to grow up but very hard on the folks trying to raise and educate kids.
An awful lot of government people do a very good job.
Australia's air safety, in so many areas, is becoming third world.
Apart from the high risk of carnage and lives lost, imagine the aftermath when the world learns that a major air crash in Australia was caused by third world ATC and regulatory standards.
Australia's billion dollar tourism industry would be hit hard. In fact, the knowledge that air travel in Australia is unsafe would turn other businesses away.
Comet, explain how Australian ATC is 'third world' when they use all the ICAO separation methods and airspace used by what you would term 'first world' nations, ie procedural, radar, ADSC and ADSB. All these methods are used where appropriate by Noth America, EU and Asian nations. Show us how Australia is deficient.
40 Years,
It's not the procedures and the rule-books they use,
it how those rules & procedures are implemented. (or not)
AirServices is not & can never be a business.
It is a monopoly service-provider. It carries no passengers, owns no aircraft or airports and only owns a minuscule percentage of the capital invested in Australian aviation.
However, the bright-sparks in government & AirServices management think that there is profit to be made from it.
The only safe & sensible way of making AirServices profitable would be on a 'cost-plus' basis.
At the start of each financial year, the investment strategy, maintenance strategy, wages-costs and contingency fund are all defined.
That figure is then divided by the anticipated volume of aircraft movements & the airlines or airports are then charged a fee for the year.
(How it is collected & whether it can be paid quarterly etc. is another matter)
Any margin for profit MUST be on top of these agreed factors which firmly put passenger safety FIRST.
Put a dollar per commercial aircraft movement on top & call that your profit, but don't think that cutting back on operational staff in order to generate a profit-margin can also be safe all of the time.
Safe most of the time isn't good enough.
That one percent of time, when you really need a safety margin & haven't got it is when two aircraft divert to Mildura to land blind & hopeful in thick fog.
It's just not good enough. That's what you'd expect in parts of Africa or South America, not in Australia.
Dan, in a simple sense the fee-setting is as you describe. The problem arises when the 'clients' contest the set fee levels and head off to the ACCC. Add to that the required dividend payable to the government and the result is the subject of your complaint. There are examples around the world of private or corporatised ANSPs, with mixed outcomes. However, do you really want to revert to a public service department running ATC? Back to the days of competing within and without departments for your budget, staff establishments 3 or more years behind requirements, resulting in controllers all acting on 'higher duties' within a PS Grade structure, managers arguing over who was eligible for carpet in their office… I could go on, but you get the idea. How would safety fare under that regime, given the demands of current day industry. Don't mention DCA – it was ok for it's time, but the response rate needed for change and working with industry just wouldn't happen under a departmental structure.
The Mildura incident was not the fault of ATC.
With respect, someone told both flights to divert to Mildura because of bad weather at Adelaide.
Anyway, I don't think I'm taking issue with you.
I'm reflecting upon a structure which seems to be inadequate for the purpose to begin with & then they're cutting back on staff;
and if 'TJ' is correct, front line staff are affected by the current reorganisation, even if they're not losing their jobs.
There aren't nearly enough ILS systems in Australia. There isn't enough actual radar coverage of the interior. IMO there are too many commercial airports without any ATC staff actually at the airport, etc, etc, etc.
That's just about the infrastructure.
Cut back the staffing-levels & make actual control staff do more work or have less admin backup & I think it's asking for trouble.
Surely, the ATSB or CASA have to sign-off on these changes.
What have their collective reactions been.?
Nobody 'told' both aircraft to divert to Mildura. They elected to do so on the basis of met reports that indicated the weather was suitable for landing. The root cause was inadequate weather forecasting that did not predict the likelihood of fog, together with fuel planning regulations that don't require the carriage of alternate fuel.
You're correct, of course.
Presumably, no-one told the two pilots that the weather at Mildura was worse than Adelaide.?
Presumably also, no-one at Mildura was available for comment when Adelaide control or the meteorological dept gave the two pilots that incorrect information.?
Is it possible that a better organised and staffed ATC would have been able prevent that incident, or was it really unpreventable & unavoidable.?
Regarding your earlier post at 6:34am:
1. The weather at Mildura was not worse than Adelaide at the time the aircraft diverted. The weather was ok until shortly before the aircraft arrived overhead, at which time it rapidly deteriorated (within 5 minutes) below the minimum required for landing. The possibility of a significant deterioration was not forecast.
2. The met reports (ie observations of actual weather) correctly showed the weather was ok at the time of each report. However, the forecast did not predict the possibility of a subsequent deterioration in the weather. IIRC, a BoM observer at Mildura reported the deteriorating conditions, but by that time the aircraft were already overhead Mildura with no fuel left to divert anywhere else.
3. A control tower at Mildura would certainly have facilitated better communication of the deteriorating conditions to the aircraft, however, given the speed at which it all happened, the crews might still have run out of options. Fog is notoriously difficult to predict, but if the forecast had been more accurate then the crews would probably have elected to stay at Adelaide where they could have done an ILS to an autoland. That would have been a far safer option, even though the weather was below the minima.
I'm sure we'd all like to have more control towers and ILS facilities at airports around Australia, but somebody has to pay and that kind of infrastructure doesn't come cheap. There's not a lot of point in the regulator imposing new regulations and charges on the airlines if it ends up killing the industry in the process. Have a look at what's happening in the GA world for an example of how over-regulation and cost recovery has ruined a once vibrant sector. The challenge is trying to find the balance between safety and what the industry can actually afford to pay, while providing mitigations to ensure that an appropriate level of safety is maintained.
James Wilson,
So, since we appear to be generally of the same mindset, my question is;
Are we (& the powers that be, both in aviation & regulation) content that the Mildura incident happened.?
Clearly it was not inevitable or preventable, but it was a consequence of predictable circumstances and a chain of events.
There isn't a control tower at Mildura,
There isn't ILS at Mildura.
It has a reputation for Fog (in the right (wrong) circumstances)
& the weather there is known to be unpredictable.
But based on accurate but very directional remote weather readings & an inaccurate general forecast, two passenger airliners were diverted from an ILS option at their chosen destination, to a VFR (which turned-out to be in really, really bad weather) landing at their alternate.?
How can that possibly make any sense to anyone as being acceptable.?
OK, it might no be directly attributable to the ATC or AirServices on the day, but it must 'flag up' a massive hole in the protocols which govern the operating procedures of commercial airliners within Australia.?
The safety management authorities of other Western nations would be jumping up & down in rage if this had happened on their watch.
But CASA or the ATSB seem unperturbed that two 180 seat airliners landed 'blind' & with no fuel reserves.
I have to give full credit to the flight crews of both airliners, who successfully & safely put their aircraft onto the runway at Mildura in worse than marginal weather.
(I might yet take back some of those plaudits, if it is shown that they should have known better than divert in the first place.??)
if there was a plan in place to upgrade all of Australias' commercial airports to have at least one ILS-capable runway
which was begun, based-upon an incident-related index, or a register of total days or hours the airport was unavailable, due to poor weather,
at least you could say that AirServices had acknowledged the problem & were working (slowly) to remedy it.?
Unfortunately, the situation seems to be,
'Oh, the country & the passengers can't afford it, so lets not worry about it until there's a major disaster'.
At which point the government will undoubtedly put in a significant range of requirements, not all of which might be strictly necessary, but which the airlines will be forced to pay-out for one way or another.
Doesn't it make so much more sense for CASA or the ATSB to start to drive the safety agenda with the airlines, rather than be in their back-pocket.?
From a government point of view, I'd have thought that they'd be looking to make sure their collective arses were covered.?
If it all goes 'tits-up' in a big way, the airlines can say; "well we were fully complying with the regulatory authorities, it's not our fault if they've not provided us with a substantial safety protocol.?"
And at that point, the judicial system will take the easy route of making the government substantially responsible for the failings of its regulators,
as opposed to it being the airlines fault for bullying the regulators into agreeing with what the airlines wanted.?
So the taxpayers will pick up the bills for the loss-of-lives, not the airlines.?
Perhaps the wives & husbands / partners of the deceased flight-crews might be able to get a substantial & game-changing compensation from the state under those circumstances, which might make the government sit-up & take notice about what its role in this situation really ought to be.?
What happened at Mildura was not acceptable and, in my view, the authorities' response was unsatisfactory. The ATSB, in its incident investigation report, made some recommendations to improve the dissemination of met reports to aircraft, but beyond that, very little. I don't believe those recommendations go anywhere near far enough towards preventing another Mildura-type incident.
Air transport will always involve an element of risk; the question is how do we best reduce that risk to an acceptable level? Do we provide costly infrastructure that, given Australia's mostly benign weather, will rarely be required; or do we build other mitigations into the system to help reduce risk?
I'd suggest that upgrading 'all of Australia's commercial airports to have at least one ILS-capable runway' is not feasible, primarily due to cost, but also because ILS systems are likely to become redundant in the near future. GBAS Landing Systems (GLS) already allow precision approaches to Cat I minima using GPS technology and are expected to allow approaches to Cat II/III minima by the end of the decade. Such systems are far easier to install and much more cost-effective than the old-style ILS. Sydney already has a GLS and I hope we'll see more of these systems introduced over the next decade, especially at regional airports where the number of airline movements don't justify the cost of an ILS.
In the absence of better infrastructure, there are other steps that can be taken to reduce the risk of weather-related incidents. Going back to Mildura, the ATSB's investigation report of that incident did not consider Australia's 'unique' alternate aerodrome requirements. Those requirements do not meet ICAO standards, which require all IFR aircraft to specify an alternate aerodrome for the destination except in limited circumstances. I fail to understand why the ATSB did not even approach the issue, given the bureau found, in a 2004 research report, that such a requirement 'demonstrated a marked increase in safety'. I can only assume it was put in the 'too hard basket'.
James Wilson,
I am familiar with the high levels of precision available on high-end GPS systems but I had no idea that something like GBAS Landing Systems (GLS) was around the corner.
I was thinking about ILS's being fitted as a uni-directional system, to save money. If GLS is as comparatively cheap as you say, then such a system would indeed make more sense to roll-out across Australia.
I've mentioned before that IMO the programme of installation of an ILS system should be based upon either number of incidents or number of hours/days that the airport was closed due to adverse weather, cross-referenced with how many aircraft movements or passenger numbers at each airport.?
I understand that cost is a genuine issue, but equally safety MUST be paramount. The trade-off between the two has to put safety above cost in that equation and must justify why the costs outweigh the benefits;
if for no other reason than for a baseline should the worst happen & people start to ask why the status-quo is the way it is.?
I would put forward a suggestion that the Australian aviation industry should either pay for a comprehensive ILS / GLS network
have real and genuine fuel alternative rules which actually meet, rather than paying lip-service to ICAO rules.
I honestly believe that Australian aviation should go for one or the other (whichever works-out the cheapest.?) unless the regulator insists upon sitting in the airlines pocket & putting passenger safety and doing its job second to a comfy, cozy relationship with the airlines.?
Ultimately, it will be the consumer who pays, as any additional cost burden is likely to be passed on through higher airfares, etc.
CASA is developing a new Part 121 to the Civil Aviation Safety Regulations to cover large aircraft operations (more than 9 passengers, or MTOW > 8,618 kg). The draft Manual of Standards for Part 121 includes destination alternate aerodrome requirements that meet the latest ICAO Annex 6 requirements. Public comments closed in November 2015, but I suspect that final implementation is still a long way off.
According to Australia's PBN (Performance Based Navigation) Implementation Plan, RNP (Required Navigation Performance) approaches will be implemented at all non-ILS equipped aerodromes during the period 2018-2022. Such approaches are essentially GPS approaches that provide lower landing minima than other types of non-precision approach, but they don't provide the same landing minima as an ILS.
To be honest, I don't think we'll see too many more new ILS approaches in Australia. They are costly and use old technology that requires a long straight-in approach; something that limits their usefulness at many airports where terrain and noise issues are factors. Have a look at the bunfight that has developed over the installation of an ILS at Gold Coast Airport, where the local community is up in arms about noise. GLS approaches allow far more flexible flight paths and I think we'll see more of them at weather-prone airports in future.
Thanks for the spread & depth of information.
I'm pleased that much more seems to be going on than I'd realised.?
Even if it's all still some way down the line, at least it appears that positive steps are being taken.?
I'm a little concerned about your comment "GLS approaches allow far more flexible flight paths", which could be interpreted as being less given to a 'stable approach'.?
But presumably CASA will make the 'stable approach' a formal part of a precision-landing procedure for GLS landings, in the way it is with both ILS & VFR.?
(Maybe I'm just over-analysing the flexibility aspect of your comment.?)
The 'flexibility' lies in the design of the approach, not the way it is flown by pilots. ILS approaches require a long, straight-in final segment due to the directional nature of the localiser beam. GPS-based approaches are not subject to the same limitations and can be designed with curved segments to a short final approach that avoids terrain and/or noise-sensitive areas.
The same stabilised approach criteria apply!


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The Nobel Prize in Physiology and Medicine 2017 was awarded to Jeffrey C. Hall, Michael Rosbash and Michael W. Young for their work on unraveling the molecular mechanisms controlling the circadian rhythm. The Nobel Assembly at Karolinska Institute in Stockholm honored the three scientists on October 2, 2017. The prize of nine million Swedish Kronor will be shared among them.
The circadian clock is a system of proteins and genes that controls physiological activities such as sleep, appetite, brain function, blood pressure and body temperature. A gene called period regulates the day-night cycle. This gene codes for the protein PER which accumulates in the body during night. The PER accumulated overnight blocks its own production; its levels drop during the day and production starts again at night time. PER does not act alone, other associated proteins work together to synchronize the biological clock. Genes such as timeless and doubletime coding for proteins TIM and DBT respectively, are a part of this network.
The first studies were performed in Drosophila Melanogaster or fruit flies and published by the laureates in 1984. Hall and Rosbash collaborated at Brandeis University and isolated the period gene. Young at Rockefeller University uncoded the DNA sequence of the gene. Before their work, two other scientists, Seymour Benzer and Ronald Konopka (both now deceased) had found that fruit flies with a mutated period gene had a disrupted biological clock. A series of discoveries followed, uncovering the clock's molecular systems, and this field is still an active area of research.
When the internal clock falls out of rhythm such as after traveling across time zones, our well-being is affected and we experience jet lag. A chronic mismatch between the internal clock and earth's day and night, for instance, due to shift jobs, has been associated with mood disorders, heart and neurodegenerative diseases, diabetes and cancer. Drug efficacy and its side effects are also affected by the time of the day.
The Nobel Assembly said, "Since the seminal discoveries by the three laureates, circadian biology has developed into a vast and highly dynamic research field, with implications for our health and wellbeing."
On the occasion of this Nobel Prize announcement, President of The Physiological Society, Professor David Eisner, says,
"On behalf of physiologists in the UK and across the world, I congratulate Jeffrey Hall, Michael Rosbash and Michael Young for this award.
Their research has transformed our understanding of circadian biology. Having evolved on a planet with roughly a 24-hour cycle of day and night, we have evolved to anticipate when these changes happen. So much of our brain and body has the capability of 24-hour rhythms and this process needs to work well to ensure good health. Understanding how our daily biological clock works and how our body adapts to different phases of the day has huge implications for our health and wellbeing.
When someone's biological clock is distributed they are more likely to have poor health, such as obesity or cardiovascular illness. This research will also help us develop better treatment for ill health, for example, if we can target particular components of the clock we can stop development of certain diseases."
He also said this research demonstrates why an understanding of physiology is vital to understanding how our bodies respond to health and disease.
A detailed report on the laureates' work can be found here.
Source : NobelPrize.org


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This past weekend we had originally planned on taking ourselves up to the mountains and having a snowshoe outing and finding someplace to pitch our tent. But when the weather reports started to say that rain was in the forecast for the mountains, rather than snow, we decided to cancel our plans and save it for another time with better weather. We think we may have made a bad decision.
The whole three day weekend we were restless and yearning for the wilderness. So badly that when we took off for a day that was supposed to include a trip to the art museum we changed our minds in route and headed east, thinking we might go for a drive in the countryside, maybe find a short trail to wander despite the very cold windy rainy weather. We wandered for a while but still we weren't satisfied. We decided to go a little further up the mountains and see if we could find a more remote back road with more trees and less people. Which we finally did, traversing some snow patches on the gravel road till we found a spot to pull over and wander around a bit.
As I was driving up the road and I entered a section where various lush evergreens created a canopy over the road way I had a sudden and strong wave of emotion go through me. It was so strong that tears stung at the back of my eyes and I found myself heaving out a deep sigh. I took a deep breath as I realized that whatever had been driving me towards the mountains and away from the city was a far deeper seated need than I had thought. We wandered about for a little while and then eventually just gave in and headed up to the pass and the ski areas where we found a spot to play in the snow and stomp through the woods a little. The more I was there the more my body relaxed, despite the cold, which was now cold enough to have a steady snow coming down. I laughed and chased snowflakes with my tongue. I stomped about in the snow in my running shoes, not caring that my feet were getting wet. I stopped and hugged a fir tree with all my might. And I resolved to give into the urge to get to the mountains and forests and wilderness as much as possible, no matter what the weather reports. My spirit was in need for some deep green nourishment that can only come from time in the wilderness and from the look on my husband's face as we played about in the snow, I believe his was as well.
We used to be able to feed that need more often and so we kept a healthy balance of city and wilderness life, but over time and finance troubles and having no one to cat-sit for us that we could actually afford, the wilderness time kept getting farther and farther from our reach. It was leaving a noticible effect on our psyches and our spirits.
So even if it is just for a few hours or a quick overnight where the cats will be fine on their own, we agreed to try and make time in the wilderness a priority, no matter the other sacrifices that may need to be made to make it happen. We feel the need for it like we feel the need for air and food and water and shelter. And who are we to deny ourselves such an important aspect of life.


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So I was inspired to write this post based on one of the blogs that I follow called, Uwana, Bupe Rose is an exceptional writer, and she's been featured on Freshly Pressed. She articulates so well, and has lots of emotion in her writing style as well as pretty pics. Anyway, she made me start thinking about how creation inspires me, so I must tell the story about this little rose bush in my former roommates garden and how wonderfully God spoke to me through this rose bush. Just to be clear, God didn't speak to me audibly, but through the holy spirit and His word. My friend, Regina pruned this bush in January of this year, it had roses on it but they were growing and dying as they blossomed it was so sad to watch this happen every time a flower came up. Then I suggested that she cut the branches down to give the tree a better chance of showing off it's beauty, which she did. So the next month came and the rains came and oh my goodness a pretty flower bloomed, I named it Stella. Here's a pic of Stella. When I noticed it, I said, "Regina look at this flower!" "It's so pretty!" I wish I would have taken a pic of the bush before the pruning happened.
What's interesting is the things God uses to get our attention, about Himself, and this rose bush is no exception, it was neat to see it go from it's beginnings or rebirth, to what happened in the month of April. I was so blessed to see God's truth in action on an actual plant, like Jesus describes in the bible about us, John 15:2 ~ "Every branch in me that does not bear fruit he takes away, and every branch that does bear fruit he prunes, that it may bear more fruit." So March came and went and a few more beautiful flowers showed up, here is another pic, this is just after the rain. It was so lovely to see that by Regina following the Lords directions about plants it bore good fruit or I guess I should say good roses.
A picture of what God means to do in my life as I walk with him, He's so amazing to show me this truth. So back to the story of the bush, so since moving out of Regina's house I hadn't been there in about 2 weeks and when I came for a visit, what did I see? 17 huge roses on the bush it was so lovely, but of course I didn't take a pic of that. It was so exciting to see what God did to that bush and what he will do to me as he sanctifies/prunes me and makes me yield good fruit. Dear Lord thank you for not leaving me with dead or bad fruit but thank you for cutting off the branches and making new more beautiful fruit. Daniel 11:35 ~ "Some of the wise will stumble, so that they may be refined, purified and made spotless until the time of the end, for it will still come at the appointed time." Shazza ~ Musings&Rants


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