Federal Winter Tires

federal winter tires

    winter tires
  • This type of tire is suitable for snow and ice covered roads. The tread pattern features a heavily siped, fine-block design with grooves that are deep and wide, providing excellent driving traction and braking performance on winter road surfaces.

  • A tire (in American English) or tyre (in British English) is a ring-shaped covering that fits around a wheel rim to protect it and enable better vehicle performance by providing a flexible cushion that absorbs shock while keeping the wheel in close contact with the ground.

  • (Winter tire) A tire with a deep tread suitable for winter conditions

  • Having or relating to a system of government in which several states form a unity but remain independent in internal affairs

  • Of, relating to, or denoting the central government as distinguished from the separate units constituting a federation

  • Of, relating to, or denoting the central government of the U.S

  • a member of the Union Army during the American Civil War

  • national; especially in reference to the government of the United States as distinct from that of its member units; "the Federal Bureau of Investigation"; "federal courts"; "the federal highway program"; "federal property"

  • of or relating to the central government of a federation; "a federal district is one set aside as the seat of the national government"

Arbon Valley Idaho

Arbon Valley Idaho

this is a great story..makes you understand how easy we have it !

Winter of 1948-49 Hits Hard In Arbon
An article that appeared in the 1999 Power County Press by Nelda Williams, added online by Hank Fitch
The winter of 1948-49 began early in November of ‘48 with sub zero temperatures and snow too dry to pack into any facsimile of a sled trail. Arbon ranchers all fed loose hay in those days by team and sled.
For three months, no water dripped from the eves of our little three roomed house. With no ceiling insulation you would ordinarily expect to see icicles hanging from the eves in the winter.
Sod, not long out of the service following World War II, was feeding cattle that winter for the J. N. Arbon family. Toward the last of January, Mr. Arbon had come from his winter home in Pocatello to see how we were getting along. I remember his remark that day, that hopefully the worst part of the winter was over.
Needless to say, we never saw him or anyone else from outside the valley again until Spring.
In early February it warmed up enough to begin to snow. For 17 days the storm never let up. Almost like clockwork, the wind would blow approximately 24 hours from the south, then switch to the west, which resulted in out traitorous west blizzards. Twenty-four hours later it would be back to the south again.
Finally on the 14th day, our mail was flown out from Pocatello and dropped in a field adjacent to the post office. Sod, who had accepted the appointment as rural mail carrier shortly after his discharge from the military, sorted the weeks accumulation of mail and delivered it to his patrons by horseback.
With still no signs of the storm abating, the drifts continued to bury us. Handling the loose hay made it difficult to feed. Using a hay knife, you were compelled to hand saw a small section at a time all the way to the ground. Below the snow line, the hay had to be pitched up on to the snow and then re-pitched on to the hay rack. You couldn’t open up a stack or it would cover over before the next day.
Sod made the decision to try to leave to feed every other day on a South wind. The cattle were some distance from the house and his hope was to get back before the wind shifted. Many times he faced a west blizzard to get home.
The horses constantly broke through the poorly packed sled trail. Sod had shoveled steps in the snow bank for the team to get out of the barn, but to get back in, they simply sat and slid. The double wings of the large barn had already covered over.
With no way to get the cream to town, we quit separating and fed the whole milk to the calves. We eventually had to keep the milk cows and some late fall calves we were feeding in the barn. Fortunately, we did have access to water inside.
Tired of shoveling into the out buildings each day, Sod finally began tunneling into them. We kept a shovel in the house by the door to dig out each morning. We had long since had to remove the storm door which opened outward. The snow finally came up over the roof on the west side of the house.
No way to get provisions, we made due with what we had. We had our milk and eggs and a winter supply of potatoes, flour, and canned goods. We supplemented our fair with an occasional snow shoe rabbit. I did look forward to a fresh green salad, come spring.
It was during the severe cold spell in January, just before the terrible storm period hit, that Sod took off on horseback one morning. He headed South to the food of Bull Canyon to deliver an accumulation of mail for Walt Frederick, who lived on up the canyon. Walt provided a large wooden structure for his mail on the main road as he only cam out of the canyon periodically to pick it up.
The road South into Oneida County was not winter-maintained so an arrangement had had been made through the postal department for periodic delivery to Walt by horseback. Sod left that morning around 10 a.m., leading a pack horse, figuring to spell the horses off in breaking trail. I was not to see him again for over 12 hours.
By dark I was becoming very concerned. No phone, no way to get word out for help, I decided I may as well start the chores while waiting out his return. The temperature was well below zero by 7 p.m. I bundled up our then five-year-old son, Barry, and headed for the barn.
As time wore on, the fear that some accident had befallen my husband continually gnawed at me. It was nearly 10 p.m. before I got around to packing water to the calves. When I turned the self-draining hydrant in the barn on, I watched in horror as water splashed onto my clothes and instantly froze. I knew that a man would never survive the night if he was laying out there somewhere injured and alone.
It wasn’t until that moment that I broke down and cried. Our little son for the first time sensed my fear and concern that something had happened to his dad. He attempted to console me with, “My dad won’t get bucked off Mom, my dad won’t get bucked off!”
Some time later, I was to hear the familiar cru

ICE 3 ancient - The Story of the "InterCity Express" and the sad now!

ICE 3 ancient - The Story of the "InterCity Express" and the sad now!

It was once the ICE, the pride of the German Federal Railroad! On his
Introduction 1991 was quite luxurious, and he shortened the
Travel times merged with the few new high speed lines in Germany
significant. The comfort features at that time were, among other things, a
bord own radio program, video screens, telephones, seat handles,
Footrests, information screens with references to the velocity,
information on correspondences and a restaurant on board with higher ceilings, more
seat space and then some more.

Then came the 90s, in which he more or less without complaint
performed his duties. Another new route, which for the ICE
1 +2 is no longer navigable was inaugurated. Eschede be one of the
largest railway disasters hit the train, and because
unreliable tires.

In the 2000s the German Rail Inc. CEO Hartmut Mehdorn wanted to bring German Rail
just like a wild stallion on the stock market, all other objectives were
the subordinate and as to ensure the necessary capitalization wasn't high
enough, maintenance and comfort on the vehicles was
saved. The ICE 1 and ICE soon the 2 were restored and adapted on the new ICE 3. The seat pitch has been reduced, Video screens omitted, footrests omitted wall window seats
emerged. More and more comfort has been deleted, the ICE 1 today is not an equal brothers of ICE fleet anymore! In addition, there were more and more problems due to lack of maintenance.

This huge investment backlog needs under the new
Railway Board CEO to be reduced, but the contrary are
Problems in a not even particularly hard winter. Because many ICE 3
and ICE T trains often have to examine the wheels into the workshop
and the ice on the trains can be only slow defrosted, there are
many necessary repairs laid back. It worses the situation even more.

Spring 2010. German Rail Inc. has reached the limit. Many trains go in
Half-length, because not enough material is available. ICE
International to Holland or France are largely
out of service. Even the robust InterCity carriages now refuse
often their services. As the last car of the squad are now IC
SBB and MRP-locomotives leased. Even the unsuccessful diesel ICE is
partially reactivated.

It is extremely difficult times for people who have a weakness for the
Railway possess!

federal winter tires

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