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sakrumverum · 3 years ago

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Jayke and Makenna: An Adoption Story

As told to Lisa Bast. She was unmarried, struggling with a heroin addiction, and already had two children who her parents were trying to help her raise. This baby would be her third in three years. She had no longing to be a mother again nor was her family supportive of her giving birth to yet another child. For her an abortion would be the solution to her problem. That is, until co-worker Jacob "Jayke" Brown stepped in. "My co-worker had asked for a couple of days off to have her abortion," Jayke says. "My supervisor knew that I had been considering adopting a child, so she convinced my colleague to reach out to me to discuss other options. When I met with her, I knew right away it felt right to adopt her baby and to save the child from abortion. I didn’t know at the time, though, the baby would be born drug-addicted." Jayke holds pro-life views and believes a baby is formed at conception. He was not hesitant about becoming a father to an infant. Seeing his genuine desire to raise her baby, his colleague agreed to carry the baby full-term and Jayke immediately initiated the adoption process. Because it was a private adoption, he was required to undergo home and fire inspections, extensive background checks and to enroll in parenting classes. Additionally, he went to every medical appointment with his co-worker. While pregnant, she was put on methadone as a "step-down" drug — but after delivery, she quickly went back to abusing heroin. Because baby Makenna was born with an addiction, she had to remain in the hospital for 30 days. Jayke never missed spending a day with her during that time. It was a challenging journey even before he brought his daughter home, but Jayke was in it for the long haul. He said, "After a few days, the birth mother signed over her rights and six months and one day later she legally was my adopted daughter. During that six-month period, we had already gone to court and did all the necessary paperwork." Jayke relished being a father to baby Makenna. Fortunately, she was warmly welcomed by most of Jayke’s family and friends. Early on, his partner and a live-in friend assisted with her care. But it was Jayke’s mother who was his biggest ally and was especially instrumental in Makenna's upbringing during her early childhood years and beyond. As such, Jayke moved from Columbus to North Canton to be closer to her and described the decision to relocate "the easiest and the hardest." While Jayke attempted to keep in contact with Makenna's birth mother, she relapsed into her drug addiction six months after his daughter was born. He made the tough decision to end further contact with her. She died a few years later. Jayke has been as open as possible with Makenna about her birth family but for now, reserves telling her the most troubling information. "I have told her most things except about her birth mother wanting to have the abortion and about the drug use," says Jayke. "I will tell her at some point, but when the time is right. She just knows that her birth mom was very sick and wanted to find her a forever home of a family that would love her. We do stay in contact with her uncle, aunt and grandparents and see them about twice a year. They love her, which is great, but understand I’m her father now." Now almost nine years old, Makenna is growing up to be a delightful young lady and Jayke is deeply grateful for the privilege of being her daddy. "The bond between my daughter and me is indescribable," he said. "She is my mini me and she has me wrapped around not just one, but all of her fingers. DNA does not necessarily make a parent or a family. Love, care, compassion, compromise, nurture, sharing the world, and more does." He relates a special time when Makenna was reading him a bedtime story and held his hand while they sang their favorite nighttime song. Afterward, she tenderly whispered to him, "thanks for being my daddy!" He said, "I know how simple that sounds, but that truly cut so deep in my soul that I had a few tears roll out of my eyes and down my cheeks. I just held her close and whispered back, "thanks for being my daughter!" While he never regretted his decision to adopt Makenna, Jayke wishes the adoption process was easier and less expensive. "Adoption is a wonderful route to build a family and I know so many people would be happy to adopt," he said. "But the process is so complex and expensive. If this would change, perhaps more kids would be in loving, caring and safe homes – something I wish for every child in the foster care system." No doubt, Jayke's adoption of Makenna was an unusual situation. Even so, Jayke believes there are others considering abortion who may be open to another avenue as his colleague was. He advises others not to hesitate to reach out to someone who is struggling and stand up to and support the unborn child. "There are always ways you can provide support," he said. "Offer anything and everything, if necessary. Just be there for the person. Hopefully, you can help save a life." https://blog.secularprolife.org/2021/10/jayke-and-makenna-adoption-story.html

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advertphoto · 5 years ago

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ATV Accident Lawyer Alpine Utah

Alpine settlers worked hard and although they were very poor in worldly goods their faith was strong. They had been blessed with good crops for three years and life was beginning to look a little brighter. The crops of 1854 were very promising and they were looking forward to a bounteous harvest. One day the sky suddenly darkened. People rushed outside to see what the matter was. A cloud of swarming insects flew toward the fields, settled on the crops and began their destruction. The people tried all kinds of ways to destroy or drive the insects off. They fought until they dropped with exhaustion, but in no avail. The insects just moved slowly on, devouring nearly everything in their path. For ten years the settlers were tried with this plague of crickets and grasshoppers. It was a struggle to save enough of the crop for seed for the coming year and a meager existence for the families. Some of the people nearly starved to death and many of the animals died. Several settlers left Alpine for other locations where the insects weren’t so bad. The cattle had been able to winter out in the low hills most of the time before but, with the deep snow and intense cold, added to the lack of crops for feed, nearly all the animals died. Money was scarce and even if you had some, grain could only be bought in a very few places. Many of the men had to go away to work. Some logged, some worked on the railroad or took any job they could get. Several families had to go to other communities to live.

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By 1857 there were about forty families calling Alpine home. Alpine, though still a small community facing many problems, did her share to help. The communities or wards furnished the supply of food, a little clothing, bedding and other necessities to those who were the teamsters and maybe an ox or team to make up the four head required for each wagon. Each wagon carried one thousand pounds of flour to help both the people along the way and those brought back with them. Albert Marsh also made the trip in 1863 and brought back twelve people in his wagon. During the year of 1864 not many emigrants came because of the Civil War, but a complete team and wagon and two teamsters, James Freestone and James Hamilton, made the trip. In 1866 two fully equipped wagons and teamsters Ephraim Healey and Charles Silver wood went, and in 1868 two more fully equipped wagons and teamsters Frederic C. Clark and Jacob S. Beck responded. Only fifty wagons were in this train, it being the last group to make the trip because the east and the west were then united by rail, and it was much quicker, cheaper, and more comfortable to come by train. Mountain ville, or Alpine, was granted a city charter January 19, 1855, but the first twelve years of the city’s records are missing so most of the history thus far has been taken from journals, church records, diaries, personal histories, biographies, county and state records, newspaper clippings and early settlers’ recollections. During the year of 1868, the city was farming around 650 acres of land and according to records the quality of produce was very good. Aliens had a grist mill at the mouth of American Fork Canyon, and there was a saw and shingle mill in Dry Creek Canyon. Now many people were building outside the walls of the city’s fort.

The family of Thomas Fields Carlisle had been the first to move out. He lived in the fort about six months. Not liking the confinement, he moved to the southeast part of the settlement where he owned a great deal of property. Peace having been established with the Native Americans, other people was getting anxious to return to their own property. As they continued to leave the fort, they were confronted with a serious lack of roads because some people began closing off the lanes through their property. Others had to take long detours to reach their homes from the main road. It was the responsibility of the city council to do something about the problem. For the next thirty or forty years there was a battle between land owners and council members to establish city streets. As the city continued to grow other problems emerged, one being the distinction between the city and the church. To early days it was very common for the mayor and the bishop to be the same man, and most city government was carried on with a church outlook. For example, in city minutes recorded December 18, 1867, we find: “Resolve that this council hold them responsible for the amount of wheat paid out by the Bishop for services done on the meeting house, whenever it be called for. The ward now being duly incorporated the matter of giving the Church some property was again taken up March 27, 1882, by the city council.

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At the meeting held January 23,1883, Don C. Strong and the city council discussed exchanging land to permanently locate the line between Lot 1, Block 8 and said Don C. Strong, owner of Lot 2, Block 8. On motion the mayor appointed W. J. Strong, George Clark and R. E. Booth a committee to locate the corners and lines of land asked for by the school trustees. The next week their report was accepted. A deed was made, accepted by the Council, signed by the Mayor, T. J. McCullough, and the Recorder, S. W. Brown, and presented to the Trustees. At the turn of the century, the population of Alpine had increased to 520 which brought many changes and improvements. A creamery was built by the dairymen to care for the milk before hauling it to Salt Lake. Electric lights and a telephone were installed. a rural free delivery mail route was established. The Alpine Co-op Store burned down. Two new stores were built. The conflict over roads for nearly forty years was partly resolved. An Amusement hall was built in 1906. The people had been considering a culinary water system for some time which was started about 1910. The first basketball team was organized in Alpine. Additional ground was purchased for the cemetery. The land was surveyed and divided into lots and fenced. All these and probably more, as well as the usual affairs of the city, kept the city fathers busy. As the pioneers had plodded westward, they were dismayed at the lack of trees on the landscape. Word was sent back to those following to bring seeds, cuttings and seedlings which they did. In 1860 three wagonloads of cuttings and tiny seedlings were brought into Salt Lake valley from Omaha, Nebraska. Others were brought in later from California and distributed among the people. From these, other cuttings were taken and passed on, and the barren hills and valleys took on a new look.

Thus during the 1860s Alpine was landscaped with trees. All the streets in the main part of town were edged with rows of Lombardy poplar trees about six feet apart. Many division lines between properties also had rows of the stately trees, and other varieties were planted on the lots. Entering Alpine from the south or looking down from the cemetery hill or surrounding mountains was a beautiful sight to behold. By the 1940s Alpine was nearing the century mark, and its appearance was showing signs of neglect. A new generation was growing up that didn’t have the pride their forefathers had had in keeping up their premises. Many older buildings and fences were greatly in need of repair, and discarded machinery and other debris needed removing. At a meeting held May 6, 1944, the city council decided something should be done to try to encourage the citizens to clean and fix up their lots. To help in the project, the city offered to furnish the material to those who would put a sidewalk in front of their lots. Very few took advantage of the offer. Some did make attempts at cleaning up the debris and discarding or repairing the fences but with little effect. In February of 1946, the city bought their first road patrol or scraper to help keep the roads level.

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It was purchased from the county but had been used in Alpine for years. All roads in the city at this time were still dirt and gravel and could become very uneven, especially during winter or stormy weather. In March of 1946, the city purchased property now known as Grove Flat, northeast of town where the bowery is located, originally homesteaded in 1864 by Joseph Bateman and called Bateman’s Grove. When the City consolidated the water, for some reason Bateman lost his water rights and was unable to farm the ground. It was later sold to the Clark brothers, and they built a large corral there for holding and cutting out their sheep. Many people felt the zoning ordinances were unfair since Alpine was such a small city and did not need regulations as did larger cities. For some reason, the ordinances were not enforced at this time like they should have been, even though books had been printed and stored in the vault at the city hall. On September 16, 1957, Lloyd Canton was appointed building inspector a thankless job because many thought it was nobody’s business what, how, or where people built. Many would not accept the fact that a building inspector was for their own protection. Problems had been building up in the city and at the first meeting, January 8,1962, the new council felt the full impact. Twenty-eight people crowded the room with requests, many involving more money than a whole years revenue. The previous council had already taken out an anticipation bond, and the city finances were nil right then. The requests were tabled with the understanding that there were more important problems which needed immediate attention in the city and these problems had to be taken care of first. The requests would be considered later. During the month of January, subdivision maps came in for parts of the town.

Not being acquainted with the good and bad points of the proposals, it was necessary for the council to hold up the building permits until information could be obtained. A new Alpine City Board of Adjustments was appointed and organized June 11, 1962, when they met under the direction of city council representative, Jennie Wild. Dewey Bennett was appointed chairman, Max Buckner, vice chairman and Joanne Beck, secretary. The appointments were set up this way so that as one person retired each year a new member was added. Their name was placed at the bottom of the list. As a result the information and workings would be carried on through the knowledge of the majority of members. The subdivision ordinance, which had been setup several years previous, had not been enforced. It was now put into effect to protect the rights and property of established citizens as well as newcomers. Strict animal control standards, temporary permits for trailer houses, development of adequately sized and shaped building lots and procedures for establishing business were enforced. This put quite a damper on the influx of people as many were coming to Alpine at that time to get away from the laws being enforced where they had been residing. Not understanding the situation, many local citizens accused the council of hindering progress. Had the council not acted when they did, Alpine could have quickly and easily turned into a very undesirable city. During 1962, a city library was established and a recreation committee appointed. The newly organized Lion’s Club provided a big, fat, jolly Santa Claus who toured the city on the bright, red fire truck and ended up at the city hall with treats for the kiddies. This made a happy climax for the year. People from Highland and individuals from some large subdivisions between Alpine and Salt Lake County tried to get Alpine to furnish them culinary water. Since the city was already having trouble keeping the higher elevation areas supplied with water during the summer, the council notified the Utah County Surveyor, that the City did not intend to sell water outside the city limits. With only one marshal for Alpine, and he having to make a living out of town, the city council members were deputized to act as peace enforcement officers in the Marshal’s absence. This had its funny side. Some of the few offenders that were approached didn’t think the council had the authority to make an arrest or enforce the law. Somewhere along the line the offenders had not been educated that even a citizen can make what is legally termed as a “citizen’s arrest.”

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The Alpine beautification program was launched in 1965, with a city population of 904, under the direction of Utah County, Joel C. Barlow, and Mayor Ronald Strong with Councilman Ronald Devey, Jay Singleton, Van Burgess, Eldredge Warnick and Councilwoman Jennie Wild. William Devey and Valere Hegerhorst were chosen by the council to co-chair the program, which in its first year accomplished a tremendous improvement. An estimated number of five hundred residents turned out on two separate weekends, with many out of town companies furnishing their equipment to demolish burn and clear away old homes, barns and sheds. Fences were rebuilt, dead trees removed, vacant lots cleared of debris. The sides of the streets were cleaned of litter and then mowed. The economy of Alpine, UT employs 4.25k people. The largest industries in Alpine, UT are Retail Trade (508 people), Health Care & Social Assistance (485 people), and Professional, Scientific, & Technical Services (482 people), and the highest paying industries are Professional, Scientific, & Technical Services ($78,824), Professional, Scientific, & Management, & Administrative & Waste Management Services ($73,229), and Transportation & Warehousing, & Utilities ($72,222). ATV Accident Lawyer

If you’ve been injured in an accident involving a ATV you will need a Lawyer on your side to help you make a full recovery. The attorneys are the best at building successful ATV accident claims. They are fully committed to helping you get maximum compensation for the injuries and losses you have suffered.

Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

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melissawalker01 · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

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from Michael Anderson https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/ from Divorce Lawyer Nelson Farms Utah https://divorcelawyernelsonfarmsutah.tumblr.com/post/616243560182906880

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aretia · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

File Bankruptcy Or Try To Settle?

Source: https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

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mayarosa47 · 5 years ago

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ATV Accident Lawyer Alpine Utah

Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

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from https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

from Criminal Defense Lawyer West Jordan Utah - Blog http://criminaldefenselawyerwestjordanutah.weebly.com/blog/atv-accident-lawyer-alpine-utah

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coming-from-hell · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

File Bankruptcy Or Try To Settle?

Source: https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

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michaeljames1221 · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

File Bankruptcy Or Try To Settle?

from Michael Anderson https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

from Criminal Defense Lawyer West Jordan Utah https://criminaldefenselawyerwestjordanutah.wordpress.com/2020/04/24/atv-accident-lawyer-alpine-utah/

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asafeatherwould · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

File Bankruptcy Or Try To Settle?

Source: https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

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divorcelawyergunnisonutah · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

File Bankruptcy Or Try To Settle?

from Michael Anderson https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

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filiproperty-blog · 5 years ago

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From Fili Property Maintenance we got you covered. Whether you have a tree come down in a windstorm, or simply need one shaped up and thinned out.

#Hauling Delivery Canton

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gonnagoandrunwiththehorses · 5 years ago

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ATV Accident Lawyer Alpine Utah

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Alpine Utah ATV Accident Lawyer Free Consultation

When you need legal help with an ATV Accident and Injury in Alpine Utah, please call Ascent Law LLC for your free consultation (801) 676-5506. We want to help you.

Ascent Law LLC 8833 S. Redwood Road, Suite C West Jordan, Utah 84088 United States Telephone: (801) 676-5506

Ascent Law LLC

4.9 stars – based on 67 reviews

Recent Posts

What Happens If I Can’t Get A Loan Modification?

Insurance After Divorce

Salt Lake City Estate Planning Lawyers

Bankruptcy Fast Facts

Good Resources On Estate Planning Trusts

File Bankruptcy Or Try To Settle?

Source: https://www.ascentlawfirm.com/atv-accident-lawyer-alpine-utah/

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biofunmy · 6 years ago

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Making an Alpine Holiday Home Their Permanent Homestead

WENGEN, Switzerland — In 2014, Philip and Mary Ellen Röntgen sold their three-bedroom colonial home outside New York City and relocated to their holiday farmhouse in the Swiss ski village of Wengen. In their early 60s and finding themselves laid off from career jobs in banking and real estate, they decided retirement in Switzerland was the best option.

The Röntgens wanted a lifestyle that would be less hectic — and less expensive. Property tax on their Mamaroneck, N.Y., home, for instance, was $24,000; in Wengen, it is less than $2,400. “Things like homeowners’ insurance and utilities are also much less than half of what we had to pay in New York,” Mrs. Röntgen said.

Mr. Röntgen, a 30-year United States resident from the Netherlands, had inherited his family’s 2,400-square-foot farmhouse in 1993. For the next 22 years, he and his American wife had spent roughly 10 days there twice a year. They enjoyed the fresh mountain air and the change of pace; both are avid hikers, and Mr. Röntgen is a keen skier. During that time, they re-clad the pine exterior, installed energy-efficient windows and made minor improvements in the kitchen.

Wengen is on a dramatic mountain shelf in the Bernese Highlands. Towering above are the majestic Eiger, Mönch and Jungfrau mountains. With a resident population of 1,120, it’s known for hosting the annual Lauberhorn World Cup ski race. Because it’s relatively car-free — only trades and service workers have vehicles — visitors must leave their cars in the valley and make the 15-minute ascent on a cog railway. It’s the second stop on the way to the famous Jungfraujoch that connects the Jungfrau and the Mönch.

The Röntgens’ homestead, called Campanula, is a 10-minute walk downhill from the train station. Originally built by a farmer in 1904, the rustic dwelling housed pigs on the lower level, which opened to his 40-square-meter patch of sun-dappled grassland. The house overlooks the stunning expanse of the Lauterbrunnen Valley, which may have inspired Tolkien’s fictional elven realm of Rivendell.

Mr. Röntgen’s German-born maternal grandmother bought Campanula as a vacation property from its second owner, the Swiss artist Anna Spühler, in 1924. Mr. Röntgen fondly recalls regular boyhood visits, when the home featured a big ceramic stove in the living room. He befriended local children, took ski lessons and spent hours at the municipal pool.

In April 2016, six months after relocating to Wengen, the Röntgens began an extensive renovation. The couple hired the same local architect they once used for kitchen remodeling and moved to a rental apartment in a chalet on Wengen’s main street for seven months. They were particularly keen to remove an interior wall that blocked the Jungfrau, which they could see only from the porch. They decided to raise the heights of their ceilings on two floors, vault the ceiling on the third and replace the outside balcony. Their open-plan living space design included a galley kitchen from the Dutch Mandemakers Group. They also mapped out four bedrooms, three and a half bathrooms, a laundry and a vestibule.

At the time, the cost estimate was $700,000, which included a number of helicopter deliveries. Wood ceiling beams were too long to fit around the curve of the mountain railway tunnel. Helicopters also hauled away debris, which was too unwieldy to take to the rail station in an electric cart. Because local laws prevented tampering with the exterior footprint, the Röntgens kept the lower terrace level entrance separate with no internal connecting staircase. As a guest bedroom with its own bathroom, it would be reached from the descending staircase in the porch.

The terrace level had been a study for Mr. Röntgen’s grandfather, a doctor. During reinforcement of the stone foundation, workers uncovered a century-old manure pit, which was pumped out and the contents sent through a sewer pipe to Lauterbrunnen. The smell was so putrid that workers called ahead to alert the municipal authorities when it would arrive.

After parting ways with their first architect because of construction delays, the Röntgens managed contractors themselves for three months. A second architect, Heinz Kammer, eventually joined the team and revamped the plan.

“His ideas were very good on the interior finishes,” Mrs. Röntgen recalled, noting Mr. Kammer’s help in building a coat closet that would avoid a sanitary pipe. “He looked at it for about a minute and said the closet should be oriented with the doors facing the room, and the dead space at the back should be cubbyholes for storage — Brilliant!”

The renovation project is nearly finished. The outside railings were fixed in December, and soon the Swiss cabinet maker Frutiger will install the last remaining custom-made storage cabinets. Construction costs came in at just over $1 million, with an estimated $200,000 for interior decoration. The Röntgens attribute the cost overruns to unrealistic initial projections, delays on the balcony installation, the manure pit and some wood replacement for termite damage.

The couple managed their own interior decoration. Among their choices: Farmhouse-style furnishings from Neptune, a furniture company in Britain; bathroom fixtures from Villeroy & Boch in Germany; and light fixtures from Restoration Hardware in California.

On a tour around the home, the Röntgens appeared pleased with the final results. Mrs. Röntgen said the interior now receives far more sunlight, though in winter it’s limited.

They’ve hung several special pieces of artwork, including the Röntgen family crest and an heirloom painting of Mr. Röntgen’s German ancestor, Johan Nicolaus Weber, who accompanied Capt. James Cook on a sea voyage during the mid-1700s.

They have also displayed several Wengen landscape paintings by Ms. Spühler.

To become “resident retirees” in Switzerland, the Röntgens registered with the Lauterbrunnen municipality in October 2015. Officials checked their passports, bank statements and health insurance, as well as a signed letter justifying their request. The cantonal office in Bern sent its final approval two and a half months later. If the couple chooses to sell Campanula, they now have a permit to buy another Swiss chalet, but only as a primary residence.

Foreigners who want to buy Swiss vacation property face restrictions. A 2012 federal law prohibits further holiday home building in popular resorts and limits the types of properties available to nonresident foreigners. In April, properties listed as available to foreign buyers included 12 holiday apartments and one entire chalet; prices average around $10,000 per square meter.

Kim and Ernest Craige, an American couple who moved to Wengen last summer, are among Wengen’s prospective buyers. They are renting a chalet apartment to test whether they want to make Wengen their permanent home. They love the active mountain life, but they feel somewhat limited by not speaking Swiss German and miss having more cultural options. “We’d like to join book clubs, singing groups and painting classes,” Mr. Craige said, “but these activities are in cities far from here.”

The Röntgens admit that becoming friends with Swiss locals, known for their reserve, will take time. While Mr. Röntgen speaks German and has several boyhood friends, Mrs. Röntgen speaks at an elementary level.

Still, they no longer hanker for an alternative to Wengen life and have shelved the idea of building a second home in the United States. They are pleased with the medical clinic, and Swiss health insurance guarantees coverage of pre-existing conditions and also covers physiotherapy. Mr. Röntgen tries to ski most days, and Mrs. Röntgen enjoys reading and regular morning meet-ups with other expat women.

The couple’s shared activities include golf at the Interlaken Golf Club and long walks — their favorite being a gradual incline on the other side of the valley that leads to the ski village of Mürren. They also travel to various European cities regularly by train or in their car, which is kept in Lauterbrunnen.

If the Röntgens want to become Swiss citizens, they can apply after holding resident permits for 10 years. “For us,” Mrs. Röntgen said, “that decision will be seven years down the road.”

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travelworldnetwork · 7 years ago

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To the farming families of Switzerland’s Engelberg region, cable cars aren’t built for ski holidays and scenic views. They’re vital to daily life.

By Larry Bleiberg

9 May 2018

After two hours of mountain hiking, my first destination came into sight, and it hardly seemed worth the trip. The wooden shelter was barely noticeable in the mist, but when I slid open the door, all doubts disappeared. A tiny blue cable car was waiting inside, it seemed, just for me.

I settled inside the vehicle, and picked up a clunky phone attached to the wall. Through the static I heard a woman’s faint voice answer in German. “Hi,” I said. “I’d like a ride down,” wondering if this was really going to work.

My answer came 20 seconds later, as machinery buzzed to life and the car glided out of the open side of the shack, floating above a spruce forest and looking out over emerald-green pastures. I felt like a feather slowly descending to Earth.

View image of In Switzerland’s Engelberg Valley, cable cars are used as basic transportation (Credit: Credit: Adina Tovy/Getty Images)

To the farming families of the Engelberg Valley region, which lies about 35km south of Lucerne in the Swiss cantons of Nidwalden and Obwalden, cable cars aren’t built for ski holidays and scenic views. They’re basic transportation, used to haul supplies and run errands. But the Buiräbähnli (German for ‘farmers cableways’), which are concentrated in the region, also welcome hikers, who can pay a small fee to hop aboard, like an Uber of the Alps.

“We call this the Valley of the Cable Cars,” said Linda Schmitter, 22, who uses one of her family’s small gondolas on her work commute to Engelberg. Her family runs a dairy farm in the hills above the village of Wolfenschiessen, and two dormitory-style mountain huts, offering room and board to visitors like me. I met her after a day of hiking that had included four cable-car rides zig-zagging up and down the Engelberger Aa River valley.

Linda’s father, Ueli Schmitter, a third-generation farmer, helps neighbours keep their gondolas in proper repair. The cableways must pass an annual government inspection, and every five years undergo a complete safety assessment, using X-rays to reveal stresses to cars and cables.

Ueli admits to an obsession with the vehicles. “I pimp my cable car,” he said in heavily accented English. “I clean it every evening. I say to it ‘I love you’.”

View image of Engelberg Valley residents use cable cards to haul supplies and run errands (Credit: Credit: Larry Bleiberg)

Although the family’s cars are 38 years old, they look brand new, with gleaming royal blue and lime-green paint jobs and a playful decal of a cow hanging from a cable car on the door. It’s not artistic license: occasionally Ueli attaches a basket to the bottom of his cars to transport his small-sized Dexter cattle down to the valley.

Farmer cableways developed after World War I as an efficient way to bring supplies to high Alpine fields and a cheaper alternative to building roads. Because of the hilly topography and reliance on agriculture, many developed in the canton of Nidwalden, which boasts one of the highest concentrations of cableways in the world. They’re particularly prominent in the Engelberg area, which has a third of the country’s remaining farmer’s cableways.

The cableways soon became quasi-public, with neighbours sharing them for deliveries and transportation. Eventually some were opened to hikers, who would pay owners a small fee for rides. But since it was difficult for visitors to learn details and plan outings, in 2016 the local tourist board began promoting a package ticket for a multi-day hike using cars around the Engelberger Aa River valley.

For me, it’s natural: when I go outside for work, for school, for anything, I take a cable car

It was that hike that led me the next morning to the compact village of Oberrickenbach, where three cable cars promised an easy ascent to the looming peaks. Two were commercial operations, but my ride was hidden around the corner, where a farmer lifted bales of hay onto a platform hanging from a cable.

When I requested a lift, he stepped inside a storage shed to press a button, and a second cable started to move. A few minutes later, a faded red vehicle glided into view. Again, I clambered aboard and a few minutes later found the farmer’s son, Daniel Durrer, unloading the hay his father had just sent up.

Durrer, who had taken a day off from his job as a chef, grew up with aerial transportation. “For me, it’s natural. When I go outside for work, for school, for anything, I take a cable car,” he said. “When I was a child, I used one every day.”

View image of Farmer Ueli Schmitter admits to being obsessed with cable cars, and helps his neighbours keep theirs in good working order (Credit: Credit: Larry Bleiberg)

This stop was only a waystation. After a few minutes of chatting, he pointed to an open-air vehicle that looked like a cable-car version of an antique pickup truck, with an open bed ringed with removable wooden guards. I piled in, and as the vehicle began to climb, Durrer waved goodbye.

At the top of the hill, a winding forest path led to a cheesemaker’s rustic studio and cafe, where owner Barbara Wismer seemed eager for company. She served a plate of nutty, creamy cheeses and freshly baked bread, and recalled how she left her banking job in Zürich to join her boyfriend. They live here from spring through autumn, and generate electricity with a wood-burning stove. Supplies come up by cable car.

It’s a simple life, but one under threat.

In the last 10 years, the Engelberg Valley has seen the number of cableways drop from about 100 to just more than 40 as the government began to remove cable cars from communities served by roads, Ueli Schmitter told me. The lines crisscrossing the valley were deemed a hazard to helicopters and paragliders, and expensive to regulate.

View image of In the last 10 years, the number of cableways in the Engelberg Valley has dropped from around 100 to just more than 40 (Credit: Credit: Larry Bleiberg)

Progress maybe. However, early in the trip I had seen why locals want to keep them.

Walking down the valley floor the previous day, I’d spotted a blue, four-seater gondola attached to cables leading up a mountain. It looked too enticing to pass up, so I hopped aboard. I was greeted by a couple, their two grandchildren and a dog who were waiting for the cable car at the top of the ridge. My plan had been to turn around and take the car with them back down to the valley floor, but the family suggested I might enjoy trying another gondola 20 minutes along the ridge path, and pointed the way.

Eventually I found the second cableway – and a cryptic handwritten sign with bright red letters scrawled across the top. ‘Achtung!’ it read, followed by a brief note. After a moment, its meaning sank in. The line was closed for repairs.

My destination, Wolfenschiessen, lay nearly 365m below. I was going to have to walk.

A path led across a field, and suddenly corkscrewed down a deep gorge. It was getting dark and starting to rain, and the trail grew rocky, steep and slick, forcing me to grab at tree limbs to slow my descent.

Experience Engelberg's cable cars

The Engelberg-Titlus tourism bureau has designed a three-day hike called the Buiräbähnli Safari using privately owned cableways. The hike, which takes around 20 hours and includes two overnight stops, starts and finishes at Engelberg railway station. Shorter hikes can also be planned easily.

When I finally arrived on the valley floor, I was muddy and soaking wet. What would have been a five-minute ride had taken nearly an hour. And like the farmer Schmitter, I was ready to declare my love for a cable car.

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from bbc.com/travel/columns/adventure-experience

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fashionmuseum · 7 years ago

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How much can just one exhibit in a Fashion Museum, for example a silk shawl, tell us, even if it is so beautifully and luxuriously crafted. Clothes and their accessories are not only a testimony to everyday life and an understanding of the beauty of a certain period of time but also an insight into the interaction between the economy and culture in different countries. Just as importantly, it also reflects the development of trade routes. The Manila shawl is a typical example; these shawls signify the high quality of ancient Chinese silk fabrics and embroideries and also reflects the former domination of the Spanish on the seas and oceans while also explaining the interplay between different vivid cultures and their manifestations in fashion. What is the Manila Shawl? The Manila shawl is a traditional woman’s accessory from Spain and Latin America. The shawl is square, made of silk and richly embroidered with silk yarns and decorated with long fringes; it covers the shoulders when folded in half. It is also used as a flag on balconies during various festivals. Manila shawls have also become an essential part of the flamenco dance costume. They were also used inside houses, and often placed over pianos – so often that were sometimes known as piano shawls. A vivid testimony to the fashion of this Spanish shawl can be found in the European portraits of the 19th century, as well as in photographs from the first half of the 20th century. However, the origins of Manila shawls can be traced back to much older times. It is probable that the Manila shawl was first worn in its original form as early as the 17th century. It became particularly popular in the 18th and the early 19th century in Peru, Mexico, Guatemala, Spain, and later throughout the rest of Europe. Although the name refers to Manila, the capital of the Philippines, the shawl is mostly associated with Spain. Historically, it was originally made in Canton, China, and then came to Mexico and Spain from the port of Manila. The demand for Manila shawls grew and many Cantonese factories increased production. In the meantime, some regions in Spain began embroidering them. However, a large proportion of goods, including Manila shawls, were still being manufactured in China for the export market only. Why does the name of the shawl include the word Manila? To answer this question, let's go on a small historic trip... Spain began to take control of the Philippines in 1565; in 1571 the Port of Manila was established. Soon it became one of the final destinations for the Manila–Acapulco Galleon trade route which existed for almost three centuries. The Manila galleons brought a vast amount of Asian goods to Mexico and onwards to Europe, many of which were made in Canton, China. The reason for this complicated long-haul route can be explained by the fact that the Philippines, including the significant port of Manila, was under the rule of the vice-royalty of New Spain – a colonial territory of the Spanish Empire in the New World – and was ruled by the Viceroy of New Spain from Mexico City, the capital. Manila's galleons sailed once or twice a year, carrying silk, fabrics and finished garments such as richly embroidered vestments for Catholic priests, porcelain, precious stones and ivory, as well as spices in one direction – to Mexico – and silver from Mexico and Peru in the opposite direction. Manila–Accapulco–Seville galleon trade The cargo holds of these ships were so full of Chinese goods that they were often called Nao de la China or Chinese vessels. The voyage was very long so the galleons were built to be as large as possible so that such a dangerous and lengthy voyage from Manila to Acapulco would pay off for those who chartered the voyage. The dockers of Manila were especially skilled in using every millimetre of space in the ship to hold cargo, while skilled employers took care of any expensive item to ensure it was well packed to withstand a long journey intact. The profit margin following the delivery of the cargo to Acapulco ranged from 100 to 300%, but if ships sank or were taken by pirates, this caused a fall in the economies of the Spanish colonies for a whole year – or until the safe arrival of the next ship! Some of the ship's cargoes remained in Mexico; part of it was delivered to Peru while another portion was transferred inland to Veracruz to be taken later to Seville in Spain and afterwards to Cadiz. A Royal Philippine Company was established in 1785. It was under the direct control of Spain and so could trade directly with it without going through Mexico. This became especially important at the beginning of the 19th century, when the war for the independence of Mexico began between Mexico and Spain. Mexico achieved its goal in 1821. This was the time when the Manila shawl made of Chinese silk began to become really popular, when the goods were exported directly from Manila straight to Seville. Chinese Silk Ancient China was the first civilization that began to use fine, bright threads – work of the silkworms. The great skills of weaving and embroidering were developed over centuries. These skills enabled China to maintain the status and great power of the silk trade even when silkworms began to be cultivated in other countries. The cultivation originated in Byzantium and then later in Europe, for example in Al-Andalus governed by Arabs. Although China made some of the finest silk fabrics and embroidery, the products that came to Mexico were initially poor in quality. When Enriques, the Viceroy, received the first cargo galleon, he maintained that “I think all this business is a wasted effort, and the commerce is damaging rather than profitable, because all they bring are some miserable silks, mostly with a bad weave, and some false brocades.” However, Chinese traders quickly realised that buyers in America and Spain, although demanding, were willing to pay a high price for the best quality and they also paid in silver. As a result of the combination of improved quality and the fall in prices, silk fabrics from Manila galleons began to compete with work of craftsmen from Andalusia at the end of the 16th century. Consequently, attempts were made to restrict imports of Chinese fabrics. This succeeded for a short time at the beginning of the 18th century but Manila's influential dealers were successful in abolishing the ban. Shawls and scarves became popular in European fashion at the end of the 18th century, when fine, light-coloured Empire style muslin costumes were complemented by shawls from Kashmir. When Napoleon brought Josephine a long, warm, yet very fine scarf from his Egyptian campaign, scarves soon became fashionable. They were woven from fine wool and were used to warm the shoulders of those women who at that time wore costumes inspired by ancient culture, although the climate in many European countries was totally unsuitable for this style of clothing. It was much colder there than in the Mediterranean. Long scarves were replaced by square-shaped and half-folded scarves around 1820; this was because fashion had changed; the silhouette of romanticism with a shallow shoulder strap, thick skirts and an accented waist replaced the Empire style silhouette. The popularity of the Manila shawl was also increasing at this time. The oldest Manila shawls were mainly embroidered with the most China-specific symbolic motifs: dragons, lotuses, bamboo, images of people dressed in kimonos, pagodas, birds and flowers – pheasants, cranes, butterflies, plum or peach flowers, camellias, chrysanthemum and peonies. Gradually Spanish motifs replaced Chinese motifs: roses, carnations, sunflowers, lilies and rosemary started to appear in the embroidery. Pagodas, dragons and toads – a Chinese symbol of wealth but which had totally different associations in Europe – disappeared. The range of colours became brighter, the composition of embroidery became denser; fringes also started to become a supplement to the shawl. Over time, fringes became longer and longer and included elements of macrame. Thanks to the charming movement of the fringes during the dance, the Manila shawl also became an important attribute of Flamenco dancers. Nowadays, the most popular Manila shawls are based on the models of the first quarter of the 19th century; however the stylistic diversity is enormous. Nonetheless, the shawls which resemble the original Manila shawls are scarves called chinesco or “Chinese”; they are embroidered with abundant Chinese motifs. However, the scarves in the style of cigar rollers or cigarreras, which can be recognised by the embroidery of large and bright roses or camellias, can reveal most about the winding historical route of the popularity of Manila shawls. Various researchers have explained the evolution of the Manila shawl in different ways. Although historians of fashion and culture cannot deny the Chinese origin of the Manila shawl, they have also stressed the influence and the great importance of the cultural heritage of the Mexicans, the Andalusian Moors and the Gypsies. The most logical explanation is that the Manila shawl has been historically formed and developed into its current style by merging and interacting with all of these different cultures. One of the versions of the origins of the Manila shawl is that cigar rollers or cigarreras played an important role in promoting the Manila shawl. They used pieces of silk to decorate their costumes, particularly the fabric that was rejected or was of poor quality. This fabric was used to wrap the tobacco parcels which were sent to Spain. So cigarreras made bright and exotic embroidered scarves from fabric. Soon these shawls became an integral part of the dress of cigarreras. Spain was the first European country to start importing tobacco. The tobacco came to Seville, to the famous Casa de Contratación or House of Trade. Tobacco processing plants began to be developed in Seville in the 16th century and the vast Royal Tobacco Factory (Real Fábrica de Tabacos) was built at the gates of the city in the 18th century. Part of the factory was reserved for rolling cigars. Long after the manufacture of cigars elsewhere in Spain (and in Cuba) had become women's work, the workforce in Seville remained entirely male. Women started to work as cigar rollers in 1813. There were at least 6,000 women working as cigar rollers in the factory of Seville in the 1890’s. Cigars were also produced in Cadiz, La Coruña, Madrid and Alicante. Cigarreras formed their own community which had its own subculture that was characterised by a particular style of dress. The essence of the style was shawls embroidered with vivid flowers. The world’s most famous cigarrera is undoubtedly Carmen from the novel by Prosper Mérimée and the opera of Georges Bizet. This hot-blooded gypsy reflected the close relationship between the Manila shawl and the Spanish Roma or Gypsy culture. This culture has been strongly influenced by flamenco – the Andalusian-style music and dance. The current style has existed in this form since the 18th century. Like the Manila shawl, flamenco dance has been inspired by the influences of different cultures – Spanish, Moorish, Gypsy, Jewish – all these cultures historically met at the same time and in the same place – Andalusia, Spain. You see what an exciting story can be told by a single and beautiful item from a lady's wardrobe – an item which has now become an exhibit in the museum! The reason we went into detail regarding the sparkling history of this particular exhibit of our museum – the Manila shawl – was the inspiration we gained from working on the exhibition entitled “The Secrets of the East. Western Fashion and China”. The magnificent Manila shawls from the collection of Alexandre Vassiliev exhibited in the Fashion Museum reveal an exciting story regarding a history that is reminiscent of sophisticated embroidery – the cords of different cultures entwined to create something surprisingly beautiful yet difficult to describe fully. Incidentally, nowadays Manila shawls continue to bridge economic relationships between countries – the beautifully embroidered shawls sold in Spain are mostly made in China! Representatives of the Spanish company selling Manila shawls for many decades, sadly admit, “It is more expensive to embroider shawls by machine in Spain than to have them hand-embroidered in China; it's no longer worth embroidering them here in Spain...” However, Manila shawls still remain very popular and many Spanish women are still proud of their shawls inherited from their grandmothers – so the never-ending story continues!

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itsworn · 8 years ago

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A 1955 Dodge Bought For Work and Rebuilt as a Brother’s Tribute

Dwayne Waters got his classic truck from his brother. Richard Waters was a Texas State Trooper and was always buying and selling—his wife Judy never knew what he was going to come home with. In mid January 1987, Richard came home with a 1955 Dodge Job Rated pickup truck that he bought from a guy in Amarillo. Judy was honest—the truck was ugly.

The truck may have been ugly, but it ran well and it was the perfect workhorse for Richard’s side job, a disc rolling business. He and Dwayne traveled all over the Panhandle with a machine used to sharpen the disc blades on plows. A lift welded onto the rear bumper raised the heavy disc blade roller into the bed of the Dodge. In October 1988, a few days after driving the truck on a job with Dwayne, Richard died after a long fight with cancer.

For the next 15 years, the Dodge stayed stored in a family barn. Eventually, Dwayne started thinking about rebuilding it, and in 2003 he and his mother Carolyn bought the truck from Richard and Judy’s son Luke. “We had to cut down a tree that had grown in front of the door of Dad’s old barn,” he told us.

Dwayne hauled the Dodge from the Amarillo area to his home in Denton where he started planning the restoration. “As I analyzed the truck, I realized that the motor was not the original and that the frame had been modified to accept the motor. I knew then that the Dodge could not be restored as original, and decided to do a ‘subtle’ restoration.”

Things got rolling in 2006 when Dwayne got in touch with Bob Hollingsworth at Bob’s Nas T Chaseez & Exhaust in Burkburnett, Texas. He disassembled the truck in his own shop and hauled the frame to Burkburnett, where Bob used the dimensions to build a new chassis. Mandrel-bent 2×4-inch 0.120 steel tubing forms the custom frame, equipped with all-new mounts for the engine, transmission, and cab. An independent front suspension from Art Morrison Enterprises features a pair of Aldan adjustable coilover shocks plus a 1-inch antisway bar to firm up the ride and handle any wrinkles in the road. A power rack from AGR Performance was added to move the Dodge in the right direction. At the other end, a 9-inch Ford rear was built with 3.73:1 gears and a locker, suspended by a four-bar setup and another pair of Aldan coilovers. Wilwood disc brakes were mounted all around; 12-inch rotors are paired with four-piston calipers.

Bob sent Dwayne sketches of various tire and wheel sizes to help him choose the best size. Dwayne decided on 20s and 18s and ordered the Billet Specialties Chicayne five-spoke style through Briscoe Tire & Alignment in Denton. “I bought a low end set of tires at first, knowing that they would be out of date and would need to be replaced by the time I actually drove the truck,” Dwayne explains. Today the Dodge rolls on 275/60R20 and 255/55R18 Michelins.

As work progressed on the chassis, Dwayne ordered an engine. He wanted to keep everything Mopar oriented, and in 2006 contacted Street & Performance for one of their 345hp 5.7L Hemis with polished aluminum heads. S&P also provided the Mopar five-speed automatic transmission.

Dwayne brought the finished chassis, engine, and transmission back to his home garage in Denton where everything was dismantled to have the frame powdercoated. For several years, the project stayed there while Dwayne decided how to proceed. “I did clean it and polished it several times before parties,” he explains. He also managed to take the unfinished pickup to a local show. “I vise gripped, clamped, and zip-tied it together to look like a truck. It got lots of attention that day, even in its rustic condition.”

After visiting Hatfield Restoration in Canton, Texas, and meeting owner Gary Hatfield and general manager Dale Barnes, he was convinced that this was the right place for finishing the “subtle restoration” on the Dodge. “They were impressed with my truck as they noticed that it had very little rust for its age, and were eager to work on the Dodge because it was different. I trusted their expertise and let then recommend how to restore it. I just asked that they keep it looking like the original truck.”

It still does look like an original 1955 Dodge, with some minor modifications. Before those could be made, Hatfield Restorations had to repair all the dents added loading and unloading the disc roller. “If I had known that someday I was going to pay to have all those dents taken out of the back of my truck, I would have been more careful,” Dwayne says. The few custom body mods were subtle, as he requested. The filled cowl vent, shortened stepboards, smoothed hood with hidden latches, custom mirrors, and customized 1967 Camaro bumpers, improve the looks of a truck that was not originally built for beauty. Other custom mods include tinted glass and 1932 Ford taillights with custom brackets. The bed floor was replaced with oak panels and stainless steel runners.

The paint was sprayed at Hatfield Restorations. Dwayne’s original plan was to paint the truck red, but he ultimately decided to stay with the original color. Banner Green was offered on 1954-1956 Dodge trucks. It was Chrysler code DT7121 back then, now available as PPG code 41480. North Texas Quality Chrome plated all the brightwork.

Like the exterior, the cab interior has stock style with a contemporary makeover. Hatfield Restorations is set up for upholstery work and covered the bench seat, door panels, and dash inserts in light brown leather. Matching leather covers the Billet Specialties Vintec steering wheel mounted on an ididit tilt shifter column, and Mercedes square-weave carpet covers the floor. The instrument panel holds blackface gauges from New Vintage USA’s Woodward series. The rest of the dash has been filled and smoothed and houses controls and vents for the Vintage Air A/C system. The invisible Out Of Sight Audio system provides the soundtrack via Bluetooth technology. Wiring was simplified by the use of a Painless Performance harness.

Dwayne took delivery of the truck in October 2015 at the Goodguys Lone Star Nationals in Fort Worth. It had been 27 years since his last ride with his brother. His first ride in the just-finished restoration was a three-lap trip around the oval track of the Texas Motor Speedway, accompanied by his wife, Lisa. Since then he’s continued to show the Dodge, picking up a few trophies along the way. The trophies are an honor, but Dwayne reminded us that the 1955 Dodge Job Rated was built to be the real honor—to Richard, who would no doubt be proud.

1955 Dodge Job Rated | Dwayne Waters | Denton, Texas

CHASSIS Frame: custom, mandrel-bent 2×4-inch 0.120 steel tubing, powdercoated Rearend / Ratio: Ford 9-inch with a locker / 3.73:1 Rear suspension: four-bar, Aldan coilover shocks Rear brakes: Wilwood 12-inch disc brakes and four-piston calipers Front suspension: Art Morrison Enterprises IFS, Aldan adjustable coilover shocks, 1-inch antisway bar Steering: AGR Performance power rack Front brakes: Wilwood 12-inch disc brakes and four-piston calipers Front wheels: Billet Specialties Chicayne 20×9.5 Rear wheels: Billet Specialties Chicayne 18×8 Front tires: Michelin 255/55R18 Rear tires: Michelin 275/60R20

DRIVETRAIN Engine: 2006 Street & Performance 5.7L Chrysler Hemi Heads: polished aluminum Intake: Street & Performance cast Air filter: K&N Alternator: Mopar 140-amp from Street & Performance Headers: Street & Performance Hemi Street Rod–style headers, thermal coated Exhaust / Mufflers: custom exhaust by Hatfield Restorations / Flowmaster Hushpower Estimated horsepower: 345 Transmission: 2006 Mopar five-speed automatic with overdrive Shifter: column mounted

BODY Style: 1955 Dodge Job Rated Modifications: smoothed hood with hidden latches, shortened stepboards, filled cowl vent Fenders: stock Hood: original Grille: original Bodywork and Paint: Hatfield Restorations Paint: 1954-1956 Dodge truck Banner Green, PPG Plating: North Texas Quality Chrome Headlights / Taillights: original / 1932 Ford with custom brackets Bumpers: 1967 Camaro Glass: tinted Bed: oak and stainless steel

INTERIOR Dashboard: stock, filled, and smoothed Gauges: New Vintage USA Woodward series Steering wheel: Billet Specialties Vintec Steering column: ididit tilt shifter Seats: stock Upholstery: Hatfield Restorations Material / color: leather / light brown Carpet / color: Mercedes square-weave / brown Sound system: Out Of Sight Audio Bluetooth system Air conditioning: Vintage Air Wiring: Painless Performance Products

The post A 1955 Dodge Bought For Work and Rebuilt as a Brother’s Tribute appeared first on Hot Rod Network.

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