Carrier Commercial Quotes

It is possible that a nation my be the carrier for the world, but she cannot be the merchant. She cannot be the seller and buyer of her own merchandise. The ability to buy must reside out of herself; and therefore, the prosperity of any commercial nation is regulated by the prosperity of the rest. If they are poor she cannot be rich, and her condition, be what it may, is an index of the height of the commercial tide in other nations.

Become a junk mail detective. • Commercial catalogs: Go to CatalogChoice.org (they cancel catalogs for you) or call the catalogs directly. I opted out and I have never been happier with my personal sense of decorating and celebrating. • First-class mail: Do not open the unwanted letter. Its postage includes return service; you can write “Refused—Return to sender” and “Take me off your mailing list” on the front of the unopened envelope. I keep a pen in my mailbox for that specific purpose. • Mail addressed to the previous resident: Fill out a U.S. Postal Service change-of-address card for each previous resident. In lieu of a new address, write: “Moved, no forwarding address.” In the signature area, sign your name and write “Form filled by current resident of home [your name], agent for the above.” Hand the form to your carrier or postal clerk. • For standard/ third-class presorted mail: Do not open those that mention “return service requested,” “forwarding service requested,” “change service requested,” or “address service requested.” These postages also include return service, so here, too, you can write “Refused—Return to sender” and “Take me off your mailing list” on the front of an unopened envelope. Otherwise, open the letter, look for contact info, then call/ email/ write to be taken off the mailing list. These items typically include promotional flyers, brochures, and coupon packs. Make sure to also request that your name or address not be sold, rented, shared, or traded. • Bulk mail: Inexpensive bulk mailing, used for items such as community education catalogs, allows advertisers to mail to all homes in a carrier route. It is not directly addressed to a specific name or address but to “local” or “postal customer,” and is therefore most difficult to stop. A postal supervisor told me that my carrier had to deliver them and that he could take them back when refused, but since the postage does not include return service, the mailman would simply throw the mail away with no further action. The best way to reduce the production of such mailings is to contact the senders directly and convince them to either choose a different type of postage or adopt Internet communication instead. In the case of community-born mailing, one could also persuade his/ her city council to boycott the postage preference. But ideally, the U.S. Postal Service would not even provide this wasteful option.

On 10 December 1968, at a Red Cross centre near Bangkok, Thomas Merton gave a lecture affirming the place of the monastic as an outsider. ‘The monk is essentially someone who takes up a critical attitude toward the world and its structures,’ he remarked, ‘somebody who says, in one way or another, that the claims of the world are fraudulent.’ Afterward, he went back to his cottage to rest and to shower before a scheduled evening panel discussion. He emerged from his shower, walking with wet feet on a wet floor. It’s surmised that he reached for a fan, which was later shown to have faulty wiring, and suffered a fatal electric shock. Merton’s body was flown back to the US on an Air Force transport to Oakland, then sent on a commercial carrier to Louisville.

Sometimes, just to see what was happening, my father would drive to the airport…. Before my birth, during the “Roaring 20’s” Newark Airport was the first major airport to serve the greater New York area. It was opened for traffic on October 1, 1928, on 68 acres of reclaimed marshland adjacent to the Passaic River. The Port Authority of New York and New Jersey later took it over from the Army Air Corps and in 1948 started a major expansion and improvement program. Driving by and seeing activity from the road, we drove to where Eastern Airlines had a shiny new DC-3 on display, and as luck would have it, it was open to the public. It was an exciting moment when I boarded this aircraft and discovered that it was first constructed in 1934, the same year I was born. An example of modern technology, it was the first modern airliner and the forerunner of commercial aviation. The DC-3 was used during World War II, when the military version was identified as the C-47. After the war it continued as the primary carrier keeping Berlin open during the Berlin Airlift. On June 24, 1948 the Soviets prevented access to Berlin to the Western Allies’. Two days after the Soviet (Russians) announcement of the blockade, the United States Air Force airlifted the first cargo into Berlin. The American nicknamed the effort, "Operation Vittles," while British pilots dubbed the operation "Plain Fare." In July 1948, the operation was renamed the Combined Airlift Taskforce. Normal daily food requirements for Berlin were 2,000 tons with coal, for heating homes, being the number one commodity and two -thirds of all the tonnage flown in. The airlift ended on May 12, 1949 when the Soviets realized that the blockade wasn’t effective against the “Allied Resolve” and reopened the roads into Berlin.

The burgeoning government sales not only provided profits for the chip makers but also conferred respectability. “From a marketing standpoint, Apollo and the Minuteman were ideal customers,” Kilby said. “When they decided that they could use these solid circuits, that had quite an impact on a lot of people who bought electronic equipment. Both of those projects were recognized as outstanding engineering operations, and if the integrated circuit was good enough for them, well, that meant it was good enough for a lot of other people.” One of the major pastimes among professional economists is an apparently endless debate as to whether military-funded research helps or hurts the civilian economy. As a general matter, there seem to be enough arguments on both sides to keep the debaters fruitfully occupied for years to come. In the specific case of the integrated circuit, however, there is no doubt that the Pentagon’s money produced real benefits for the civilian electronics business—and for civilian consumers. Unlike armored personnel carriers or nuclear cannon or zero-gravity food tubes, the electronic logic gates, radios, etc., that space and military programs use are fairly easily converted to earthbound civilian applications. The first chip sold for the commercial market—used in a Zenith hearing aid that went on sale in 1964—was the same integrated amplifier circuit used in the IMP satellite.

Several years ago an attack cargo transport called the Hobson was a part of the Navy's reserve mothball fleet at Philadelphia. She was decommissioned and sold to a commercial shipping company, a cover for the CIA. They spared no expense in rebuilding her to outwardly resemble a common cargo carrier, while her interior was filled with concealed armament, including a new missile system, highly sophisticated communications and listening gear, and a facility for launching fast patrol and landing boats through swinging bow doors. She was manned and ready on station during Iran's disastrous invasion of Kuwait and Saudi Arabia in 1985. Flying the maritime flag of Panama, she secretly sank two Soviet spy ships in the Persian Gulf. The Russians could never prove who did it, because none of our navy ships were within range. They still think the missiles that destroyed their ships came from the Saudi shore.

From a business perspective, we all know that airlines have struggled for years,” says Mac Kern, former vice president of commercial planning at Surf Air. “It’s a very capital intensive business, not to mention commodity-based. Prices get driven downward. It’s very competitive. The subscription model gives us predictive revenue—that’s something that no commercial carriers have. They don’t know if a flight is going to be profitable until the door on the airplane closes (and they still have to fly at that point!). Because of subscriptions, we know exactly how much revenue we’re going to generate at the beginning of every month. So we can scale our operation effectively, because we know exactly how much flying we’re able to execute. That kind of insight is basically magic in the aviation industry. No one has been able to do that before.