Department Of Transportation Quotes

A TV show comprises many departments—Costumes, Props, Talent, Graphics, Set Dressing, Transportation. Everyone in every department wants to show off their skills and contribute creatively to the show, which is a blessing. You’re grateful to work with people who are talented and enthusiastic about their jobs. You would think that as a producer, your job would be to churn up creativity, but mostly your job is to police enthusiasm. You may have an occasion where the script calls for a bran muffin on a white plate and the Props Department shows up with a bran cake in the shape of Santa Claus sitting on a silver platter that says “Welcome to Denmark.” “We just thought it would be funny.” And you have to find a polite way to explain that the character is Jewish, so her eating Santa’s face might have negative connotations, and the silver tray, while beautiful, is giving a weird glare on camera and maybe let’s go with the bran muffin on the white plate. And then sometimes Actors have what they call “ideas.” Usually it involves them talking more, or, in the case of more experienced actors, sitting more. When Actors have ideas it’s very important to get to the core reason behind their idea.

Already, the brain consumed more than a quarter of the body's blood supply... an organ accounting for only a small percentage of body mass. If brains grew larger, and better, then perhaps they would consume more - perhaps so much that, like an infection, they would overrun their hosts and kill the bodies that transported them. Or perhaps, in their infinite cleverness, they would find a way to destroy themselves and each other. There were times when, as he [Stone] sat at State Department or Defense Department meetings, and looked around the table, he would see nothing more than a dozen gray, convoluted brains sitting on the table... Just brains, sitting around, trying to decide how to outwit other brains, at other conference tables. Idiotic.

..., Parking and Transportation Services was the most efficiently run department in the entire university.

I went on to explain that it is an honour, and also that we need a transport policy. "If by 'we' you mean Britain, that's perfectly true," he acknowledged. "But if by 'we' you mean you and me and this Department, we need a transport policy like an aperture in the cranial cavity.

A UK Department for Transport study highlighted the stark difference between male and female perceptions of danger, finding that 62% of women are scared walking in multistorey car parks, 60% are scared waiting on train platforms, 49% are scared waiting at the bus stop, and 59% are scared walking home from a bus stop or station. The figures for men are 31%, 25% , 20 % and 25%, respectively. Fear of crime is particularly high among low-income women, partly because they tend to live in areas with higher crime rates, but also because they are likely to be working odd hours and often come home from work in the dark. Ethnic-minority women tend to experience more fear for the same reasons, as well as having the added danger of (often gendered) racialised violence to contend with.

This was the weird, scary stuff Denny and Mitch lived for. Every afternoon, they would gather up their papers to sell and hoof it over to the library to check the District Department of Transportation (DDOT) website for wherever rush-hour traffic was at its worst. Logjams were their meat.

O sa fiu cinstit. Nu ateii imi stau in gat, ci agnosticii. Indoiala e buna un timp. Toti trebuie sa trecem prin Gradina Ghetsemani. Daca si Cristos a simtit-o, trebuie s-o facem si noi. Daca Cristos a petrecut o noapte dureroasa in rugaciune, daca a izbucnit, pe cruce:”Doamne, Dumnezeul meu, de ce m-ai parasit?”, atunci toti avem dreptul la indoiala.Dar trebuie sa mergem mai departe. A alege indoiala ca filozofie de viata e la fel cum ai alege imobilitatea ca mijloc de transport.

Popular sovereignty may be fine in theory but not when the citizenry are so obviously in need of "re-education" by their betters. The alliance of political statists and judicial statists is moving us into a land beyond law--a land of apostasy trials. The Conformicrats have made a bet that the populace will willingly submit to subtle but pervasive forms of re-education camp. Over in England, London's transportation department has a bureaucrat whose very title sums up our ruler's general disposition toward us: Head of Behavior Change.

Printre exodurile mele exista şi una Zenobia supranumită refuzul falsei conştiinţe pe o şosea cânta purta baticuri ne adoram ştia două trei cuvinte mai scurte într-o limbă necunoscută eu treceam singur ca orice fihinţă umană o adoram mă făceam că nici n-o observ îi dădeam târcoale într-un camion de transport ghemuit printre prelate şi busturi de marmură în dreptul ei mă coboram intram în cabina telefonică formam un număr oarecare îmi ceream scuze apoi mă ghemuiam lângă ea era poate singura fericire posibilă era plăcut ne culcam cu oasele noastre îmbibate de amintirea unei străvechi adoraţii cu ochii noştri lucioşi înăuntru era o puternică adoraţie filozofam prostii ne simţeam bine departe rătăciţi orbiţi de faruri nu se putea să nu mă adore era o fihinţă umană ţinea degetele bine întinse pe o coapsă bine întinsă ne adoram Ce nevoie ai tu de cuvintele astea cam scurte (o dar cum le rostea ce superb eram fiecare în adoraţia celuilalt) să nu uiţi adoraţia asta ce fihinţă ai fi tu fără ea cunosc o pasăre care ne adoră nici nu ne vede ne pune gheara pe frunte ne poartă în marea ei limpezime o supranumită Zenobia pe o şosea internaţională de fapt ce fihinţă ai fi şi mai vrei să plantezi busturile astea pe stânga şoselei notează în carnet adoraţia stăteam aşa cu degetele bine întinse era o lumină gălbuie ceva între fulger şi gheaţă respiraţia noastră acoperea vuietele totul se legăna liniştit mă speria ferocea mea luciditate

Each cooperative in Mondragon has its own workplace structure, though there are similarities and tendencies that most of them share. The firm called Irizar, which manufactures products for trans-portation, from luxury coaches to city buses, exemplifies these tendencies. To encourage innovation and the diffusion of knowledge, there are no bosses or departments in Irizar. Rather, it has a flat organizational structure based on work teams with a high degree of autonomy. (One study remarks that they “set their own targets, establish their own work schedules, [and] organize the work process as they see fit.”) The teams also work with each other, so that knowledge is transmitted efficiently. Participation occurs also in the general assembly, which meets three times a year rather than the single annual meeting common in other Mondragon firms. Its subsidiaries in other countries have at least two general assemblies a year, where they approve the company’s strategic plan, investments, etc. These participatory structures have enabled Irizar to surpass its competitors in profitability and market share.69

The Lakeland seems to have more water than land, so it’d be a crime not to get out on it. You can take three days to paddle the family-friendly Oravareitti (Squirrel Route), or head out into Kolovesi and Linnansaari national parks to meet freshwater seals. Tired arms? Historic lake boats still ply what were once important transport arteries; depart from any town on short cruises, or make a day of it and go from Savonlinna right up to Kuopio or across Finland’s largest lake, Saimaa, to Lappeenranta.

Within the month it became apparent that the volunteer evacuation was not working, so further orders were given by the Justice Department to physically relocate the West Coast Japanese. These orders stated: “No military guards will be used except when absolutely necessary for the protection of the evacuees. You will, to the maximum, provide assistance. For those who do not relocate themselves comfortable transportation will be provided to temporary assembly centers. Families will not be separated, medical care, nutrition for children and food for adults will be provided.

since every vehicle is an autonomous entity, when two vehicles approach the same intersection at the same time, the drivers might miscommunicate their intentions and collide. Self-driving cars, in contrast, can all be connected to one another. When two such vehicles approach the same junction, they are not really two separate entities—they are part of a single algorithm. The chances that they might miscommunicate and collide are therefore far smaller. And if the transportation department decides to change some traffic regulation, all self-driving vehicles can be easily updated at exactly the same moment, and barring some bug in the program, they will all follow the new regulation to the letter.4

When we do disability justice work, it becomes impossible to look at disability and not examine how colonialism created it. It becomes a priority to look at Indigenous ways of perceiving and understanding disability, for example. It becomes a space where we see that disability is all up in Black and brown/queer and trans communities—from Henrietta Lacks to Harriet Tubman, from the Black Panther Party’s active support for disabled organizers’ two-month occupation of the Department of Vocational Rehabilitation to force the passage of Section 504, the law mandating disabled access to public spaces and transportation to the chronic illness and disability stories of second-wave queer feminists of color like Sylvia Rivera, June Jordan, Gloria Anzaldúa, Audre Lorde, Marsha P. Johnson, and Barbara Cameron, whose lives are marked by bodily difference, trauma-surviving brilliance, and chronic illness but who mostly never used the term “disabled” to refer to themselves.

It was simple: we are the storytellers. Imagination in Ireland was beyond the beyond. It was out there. It was Far Out before far out was invented in California, because sitting around in a few centuries of rain breeds these outlands of imagination. As evidence, think of Abraham Stoker, confined to bed until he was eight years old, lying there breathing damp Dublin air with no TV or radio but the heaving wheeze of his chest acting as pretty constant reminder that soon he was heading Elsewhere. Even after he was married to Florence Balcombe of Marino Crescent (she who had an unrivalled talent for choosing the wrong man, who had already given up Oscar Wilde as a lost cause in the Love Department when she met this Bram Stoker and thought: he seems sweet), even after Bram moved to London he couldn’t escape his big dark imaginings in Dublin and one day further down the river he spawned Dracula (Book 123, Norton, New York). Jonathan Swift was only settling into a Chesterfield couch in Dublin when his brain began sailing to Lilliput and Blefuscu (Book 778, Gulliver’s Travels, Jonathan Swift, Penguin, London). Another couple of deluges and he went further, he went to Brobdingnag, Laputa, Bainbarbi, Glubbdubdrib, Luggnagg and . . . Japan, before he went furthest of all, to Houyhnhnms. Read Gulliver’s Travels when you’re sick in bed and you’ll be away. I’m telling you. You’ll be transported, and even as you’re being carried along in the current you’ll think no writer ever went this Far. Something like this could only be dreamt up in Ireland. Charles Dickens recognised that.

Yet just eighty years ago it still seemed an impossible mission when U.S. President Herbert Hoover was tasked with beating back the Great Depression with only a mixed bag of numbers, ranging from share values to the price of iron to the volume of road transport. Even his most important metric – the “blast-furnace index” – was little more than an unwieldy construct that attempted to pin down production levels in the steel industry. If you had asked Hoover how “the economy” was doing, he would have given you a puzzled look. Not only because this wasn’t among the numbers in his bag, but because he would have had no notion of our modern understanding of the word “economy.” “Economy” isn’t really a thing, after all – it’s an idea, and that idea had yet to be invented. In 1931, Congress called together the country’s leading statisticians and found them unable to answer even the most basic questions about the state of the nation. That something was fundamentally wrong seemed evident, but their last reliable figures dated from 1929. It was obvious that the homeless population was growing and that companies were going bankrupt left and right, but as to the actual extent of the problem, nobody knew. A few months earlier, President Hoover had dispatched a number of Commerce Department employees around the country to report on the situation. They returned with mainly anecdotal evidence that aligned with Hoover’s own belief that economic recovery was just around the bend. Congress wasn’t reassured, however. In 1932, it appointed a brilliant young Russian professor by the name of Simon Kuznets to answer a simple question: How much stuff can we make? Over the next few years, Kuznets laid the foundations of what would later become the GDP. His

Anything acquired without effort, and without cost is generally unappreciated, often discredited; perhaps this is why we get so little from our marvelous opportunity in public schools. The SELF-DISCIPLINE one receives from a definite programme of specialized study makes up to some extent, for the wasted opportunity when knowledge was available without cost. Correspondence schools are highly organized business institutions. Their tuition fees are so low that they are forced to insist upon prompt payments. Being asked to pay, whether the student makes good grades or poor, has the effect of causing one to follow through with the course when he would otherwise drop it. The correspondence schools have not stressed this point sufficiently, for the truth is that their collection departments constitute the very finest sort of training on DECISION, PROMPTNESS, ACTION and THE HABIT OF FINISHING THAT WHICH ONE BEGINS. I learned this from experience, more than twenty-five years ago. I enrolled for a home study course in Advertising. After completing eight or ten lessons I stopped studying, but the school did not stop sending me bills. Moreover, it insisted upon payment, whether I kept up my studies or not. I decided that if I had to pay for the course (which I had legally obligated myself to do), I should complete the lessons and get my money's worth. I felt, at the time, that the collection system of the school was somewhat too well organized, but I learned later in life that it was a valuable part of my training for which no charge had been made. Being forced to pay, I went ahead and completed the course. Later in life I discovered that the efficient collection system of that school had been worth much in the form of money earned, because of the training in advertising I had so reluctantly taken. We have in this country what is said to be the greatest public school system in the world. We have invested fabulous sums for fine buildings, we have provided convenient transportation for children living in the rural districts, so they may attend the best schools, but there is one astounding weakness to this marvelous system-IT IS FREE! One of the strange things about human beings is that they value only that which has a price. The free schools of America, and the free public libraries, do not impress people because they are free. This is the

Puffed pastry. That's what the newspaper reporters called it. Department of Transportation inspectors called it disintegration. Deterioration; the over-saturation of iron bridgework by water and air that caused it to puff up and crust over like cheese over a steaming crock of French onion soup. If you touched it, it would flake away like a bad case of psoriasis.

Among these adventurers, the most stylish chose the latest in luxurious transportation, the Orient Express. Paris by now boasted six large train stations. These stood, and still stand, as the termini for tracks that radiate outward from the city like ever-extending spokes of a wheel. The first, the Gare Saint-Lazare (8th), was inaugurated in 1837 and originally served Paris’s western suburbs before reaching north into Normandy. The Gare d’Austerlitz (13th) connects Paris with southwest France and Spain. Its neighbor on the Left Bank, the Gare Montparnasse (15th), is the terminus for trains to Brittany and western France. The Gare du Nord and the Gare de l’Est, near neighbors in north-central Paris (10th), were built to serve northern and eastern France as well as international destinations beyond. And the Gare de Lyon (12th), whose first station on this site opened in 1849, stands across the Seine from the Gare d’Austerlitz, where it connects Paris to southern France, Switzerland, and Italy. Eventually, the Orient Express would depart from the Gare de Lyon under the name of the Simplon Orient Express. But when the first Orient Express left Paris for Vienna in June 1883, it was from the Gare de l’Est. Soon after, the route was extended all the way to Istanbul.

If a patient arrives via ambulance and is seriously injured or really sick or has a heart attack, a doctor checks him out and sends him to the nearest real emergency department connected to a hospital with facilities like operating rooms and a cardiac laboratory. Aside from the risk of delays in treatment, the sequence results in bills for two separate high-level ER visits and a charge for emergency transport.

As a medium, I’ve learned that funerals and memorials are more for the living to have an opportunity to grieve, than for the departed. When we die, we don’t care about what happens to our body or where it goes. They view their former bodies like we do vehicles, and death is merely the impound lot. Meanwhile, the passenger of the car is alive and well and, if anything, has upgraded to a new means of transportation.

Q: Is there a book from your reading that has been particularly inspirational to you? The Power Broker by Robert Caro is the most inspirational book I've ever read on the subject of transportation and urban planning …but I lived in New York City and knew many of the places and people he was talking about. I'm not sure if it would be as inspirational to others. The book won a Pulitzer Prize when it came out in the 1970s. Caro was a newspaper reporter who wanted to write a book about political power– how it was obtained and wielded and what role agencies played in government. In describing the life of Robert Moses, a highway builder, unelected state bureaucrat and creator of the modern “highway department,” Caro was able to describe (in a microcosm) the transportation and political history of America. Another great book is Ivan Illich's “Energy and Equity.” That one is a quick read. (2015 interview with Microcosm Publishing)

What did not happen in Florida, in either the Second or Third Seminole War, was the provision of enough forces and transportation to affect the object of these wars, the final removal of all Native Americans from the peninsula. Prior to the war’s end, rewards were offered by the United States government for the capture of Seminoles. This policy failed to bring in any significant number of Native Americans; however, by early 1858, the war was winding down. White flags and other signs were hung out on known paths used by the Seminoles, and military operations were ordered stopped by Colonel Loomis. Elias Rector, the superintendent for Indian Affairs in the southern superintendency, came to Florida in January 1858 to assist in the negotiations for peace. After a conference was held 35 miles from Fort Myers with Assinwah’s band and others, the terms were offered and monetary inducements guaranteed. On May 4, 1858, Billy Bowlegs and most of his band boarded the Grey Cloud and sailed to Egmont Key, at the mouth of Tampa Bay. Here this group was joined by 41 prisoners and made ready for the trip west. By May 8, the war was declared officially over. The army believed that there were only about 100 Seminoles and Miccosukees left in Florida. This number included the aged leader Sam Jones. There is a debate on just when this ancient and respected leader died; however, it is known that he was gone before the end of Civil War. Where his remains were deposited is a secret to this day. It is from this small number of Seminoles and Miccosukees that today’s recognized tribes have descended as a continuing tribute to the tenacity of their ancestors’ will to survive. As historian Patsy West has aptly called them, they are “The Enduring Seminoles.” BIBLIOGRAPHY DOCUMENTS A number of collections of documents exist from which the above was drawn, including the Letters Received by the Secretary of War, Registered Series, 1801–1860; Letters Sent by the Secretary of War Relating to Military Affairs, 1800–1889; Letters Received by the Office of the Adjutant General (Main Series) 1822–1860; and Letters Sent, Registers of Letters Received, and Letters Received by Headquarters, Troops in Florida, and Headquarters Department of Florida, 1850–1858. The collections are all on microfilm from the National Archives. Numerous Congressional documents were also consulted

Twenty-two US states have amended their constitutions to forbid any gasoline tax revenues at all from being spent on sidewalks.37 Many of these laws were passed in the 1960s with the financial backing of highway construction lobbyists.38 At the federal level, bicyclists and pedestrians now represent about one in five traffic deaths, but they receive less than 1.5 percent of all federal infrastructure funding.39 Increasing political polarization may also play a role. Just as the pedestrian death crisis was beginning to present itself in 2012, and in an era of loud and renewed interest in active transportation, the Republican-led US Congress substantially reduced federal funding support for walking and biking programs. In addition, following the election of Donald Trump in 2016, the newly regulation-averse US Department of Transportation slow-walked reforms that could have, for the first time, made automakers more accountable for their design impacts on pedestrian safety.

He took advantage of his ability to fill positions temporarily while waiting for Senate confirmations. Saying he liked the flexibility to move people in and out of office quickly, he relied on “acting” officials (who needed no confirmation) rather than nominating permanent appointees. In April and May 2020, Trump slashed oversight of his administration. He fired the inspectors general of the Departments of Defense, Health and Human Services, and Transportation—all of whom were “acting”—and of the State Department and the Intelligence Community.

Migraine, like my patient Sarah had, also correlates closely to poor metabolic health. In the ENT otology clinic, we often saw this condition and had limited success in treating it. Sufferers of this debilitating neurological disease—about 12 percent of people in the United States—tend to have higher insulin levels and insulin resistance. A comprehensive review of fifty-six research articles identified links between migraine and poor metabolic health, pointing out that “migraine sufferers tend to have impaired insulin sensitivity.” The review supports the “neuro-energetic” theory of migraine. Additionally, evidence suggests that micronutrient deficiencies in key mitochondrial cofactors may also be a contributing factor of migraine. Research has suggested that migraines could be treated by restoring levels of vitamins B and D, magnesium, CoQ10, alpha lipoic acid, and L-carnitine. Vitamin B12, for instance, is involved in the electron transport chain responsible for the final steps of ATP generation in the mitochondria, and studies have indicated that high doses of B12 can help prevent migraine. These micronutrients usually have fewer side effects than other drugs used to treat migraines, making them a promising option for relief, which can be obtained through a diet rich in these micronutrients, or supplementation. Having high markers of oxidative stress, a key Bad Energy feature, is associated with a significantly higher risk of migraine in women, with some studies suggesting that migraine attacks are a symptomatic response to increased levels of oxidative stress. Less painful and more common tension-type headaches are also linked to high variability (excess peaks and crashes) in blood sugar. Hearing Loss The same story of metabolic ignorance in the ENT department unfolded for auditory problems and hearing loss, one of the most common issues presented to our ENT clinic. We’d typically tell our patients that their auditory decline was inevitable, due to aging and loud concerts in their youth, and we would suggest interventions like hearing aids. Yet insulin resistance is a little-known link to hearing problems. If you have insulin resistance, you are more likely to lose hearing as you age because of poor energy production in the delicate hearing cells and blockage of the small blood vessels that supply the inner ear. One study showed that insulin resistance is associated with age-related hearing loss, even when controlling for weight and age. The likely mechanism for this is that the auditory system requires high energy utilization for its complex signal processing. In the case of insulin resistance, glucose metabolism is disturbed, leading to decreased energy generation. The impact of Bad Energy on hearing is not subtle: A study showed that the prevalence of high-frequency hearing impairment among subjects with elevated fasting glucose levels was 42 percent compared to 24 percent in those with normal fasting glucose. Moreover, insulin resistance is associated with high-frequency mild hearing impairment in the male population under seventy years of age, even before the onset of diabetes. These papers suggest that assessing early metabolic function and levels of insulin resistance is essential in the ENT clinic and counseling individuals on the potential warning signs is paramount.

해외축구중계사이트 Swlook.com 가입코드 : win24 「〃Swlook.cℴm〃가입코드: win24〃」 단폴제제없는 메이저 사설놀이터 Swing 입니다. 신규가입 첫충 10% / 매일충전 5% Event 진행중 해외축구중계사이트 로하이 해외축구중계사이트 스타 롤 등등, 타 업체 대비 최고의 배당률 & 다양한 경기 지원! 다폴더보너스,스페셜보너스 등 다양한 이벤트를 통해 머니 지급! 까다로운 보안으로 여러분의 안전을 책임집니다.Mr. Morehouse quickly wrote a letter to the president of the transportation express company. The president answered, informing Mr. Morehouse that all claims for overcharge should be sent to the Claims Department.

For what the world spends on defense every 2.5 hours, about $300 million, smallpox was eliminated back in the late seventies. For the price of a single new nuclear-attack submarine, $726 million to $1 billion, we could send 5 to 7.5 million Third World children to school for a year. For the price of a single B-l bomber, about $285 million, we could provide basic immunization treatments, such as shots for chicken pox, diphtheria, and measles, to the roughly 575 million children in the world who lack them, thus saving 2.5 million lives annually. For what the world spends on defense every forty hours, about $4.6 billion, we could provide sanitary water for every human being who currently lacks it. Looking at it another way, the roughly $290–$300 billion that the United States [spent] on defense in 1990 is greater than the total amount that Americans contribute to charity each year, about $100 billion, plus total federal, state, local, public, and private expenditures for education, roughly $150 billion, plus NASA’s entire budget of $7.6 billion, plus federal and state aid to families with dependent children, $16.3 billion, plus the cost of the entire federal judiciary and the Justice Department combined, $5.5 billion, plus federal transportation aid to state and local governments, $17.5 billion. … A single Stinger missile costs $40,000, or roughly 30 percent more than the income of the average American family, nearly twice more than the income of the average black American family, and about 400 percent more than the so-called poverty line … [and] the price of 2,000 rounds of 7.62-mm rifle or machine-gun ammunition, about $480.00, is slightly more than what the average Social Security beneficiary receives every month.” How do we wrap our minds around these priorities? Or

Dwivedi—a one-time railway clerk, signaller and later clerk in the transport department—was mostly self-taught. His seventeen-year stint as editor of Saraswati is called the Dwivedi Yug (Dwivedi era) during which the Hindi language was successfully refined and beautified.11 A votary of Hindi as the national language, Dwivedi was in favour of letting regional languages flourish locally, and translating literary works in these languages into Hindi.12

I understood reality. Everyone had gone mad. They found a reason not to go to work. There was snow in the city, there was no transportation, so there was no work. No one thought it possible to walk a little. It seemed I was the only righteous one in the department. I was so embarrassed and angry; I took off my camera and snapped pictures of the gate that remained wrapped with the white snow. These pictures of the gate were etched in my heart. I do not know if I took them because of the beauty of the snow that enveloped the metal arches of the gate, or if I only wanted proof that I, unlike all other Jerusalemites, came to work on this day. Looking back I think it might have been a combination of both.

According to California Department of Transportation figures, upward of 275,000 vehicles travel Interstae 5 through the Newhall Pass dividing the Santa Clarita and San Fernando watersheds each day. There is no way to tally the number of individuals inside those vehicles, but taking into account the tendency of the average American driver, it is safe to speculate that at least 275,001 travelers per day have the opportunity to glance eastward of the thundering highway ...

The Department of Homeland Security announces today that the Transportation Security Administration is expanding its mission to include protecting not just airports, but the interstates and railroads of the United States. As Americans travel, they’ll start noticing checkpoints along the interstates where the TSA and DHS will randomly stop travelers so we can protect the United States from terrorist attacks. With the help of the new national identification cards we’re now issuing, the TSA will be able to keep track of where Americans are going. If you’re traveling from your home, in say, Philadelphia, and you tell the TSA you’re going to Toledo, the TSA’s computer will follow that up by examining the checkpoints in Ohio that lead to Toledo. Tracking chips in these new ID’s, which will only be active when you travel, will ping your ID to see if you arrived at your location. Once the TSA is satisfied, your ID will be no longer pinged.

for several years starting in 2004, Bezos visited iRobot’s offices, participated in strategy sessions held at places like the Massachusetts Institute of Technology , and became a mentor to iRobot chief executive Colin Angle, who cofounded the company in 1990. “He recognized early on that robots were a very disruptive game-changer,’’ Angle says of Bezos. “His curiosity about our space led to a very cool period of time where I could count upon him for a unique perspective.’’ Bezos is no longer actively advising the company, but his impact on the local tech scene has only grown larger. In 2008, Bezos’ investment firm provided initial funding for Rethink Robotics, a Boston company that makes simple-to-program manufacturing robots. Four years later, Amazon paid $775 million for North Reading-based Kiva, which makes robots that transport merchandise in warehouses. Also in 2012, Amazon opened a research and software development outpost in Cambridge that has done work on consumer electronics products like the Echo, a Wi-Fi-connected speaker that responds to voice commands. Rodney Brooks, an iRobot cofounder who is now chief technology officer of Rethink, says he met Bezos at the annual TED Conference. Bezos was aware of work that Brooks, a professor emeritus at MIT, had done on robot navigation and control strategies. Helen Greiner, the third cofounder of iRobot, says she met Bezos at a different technology conference, in 2004. Shortly after that, she recruited him as an adviser to iRobot. Bezos also made an investment in the company, which was privately held at the time. “He gave me a number of memorable insights,’’ Angle says. “He said, ‘Just because you won a bet doesn’t mean it was a good bet.’ Roomba might have been lucky. He was challenging us to think hard about where we were going and how to leverage our success.’’ On visits to iRobot, Greiner recalls, “he’d shake everyone’s hand and learn their names. He got them engaged.’’ She says one of the key pieces of advice Bezos supplied was about the value of open APIs — the application programming interfaces that allow other software developers to write software that talks to a product like the Roomba, expanding its functionality. The advice was followed. (Amazon also offers a range of APIs that help developers build things for its products.) By spending time with iRobot, Bezos gave employees a sense they were on the right track. “We were all believers that robotics would be huge,’’ says former iRobot exec Tom Ryden. “But when someone like that comes along and pays attention, it’s a big deal.’’ Angle says that Bezos was an adviser “in a very formative, important moment in our history,’’ and while they discussed “ideas about what practical robots could do, and what they could be,’’ Angle doesn’t want to speculate about what, exactly, Bezos gleaned from the affiliation. But Greiner says she believes “there was learning on both sides. We already had a successful consumer product with Roomba, and he had not yet launched the Kindle. He was learning from us about successful consumer products and robotics.’’ (Unfortunately, Bezos and Amazon’s public relations department would not comment.) The relationship trailed off around 2007 as Bezos got busier — right around when Amazon launched the Kindle, Greiner says. Since then, Bezos and Amazon have stayed mum about most of their activity in the state. His Bezos Expeditions investment team is still an investor in Rethink, which earlier this month announced its second product, a $29,000, one-armed robot called Sawyer that can do precise tasks, such as testing circuit boards. The warehouse-focused Kiva Systems group has been on a hiring tear, and now employs more than 500 people, according to LinkedIn. In December, Amazon said that it had 15,000 of the squat orange Kiva robots moving around racks of merchandise in 10 of its 50 distribution centers. Greiner left iRo

During NASA’s first fifty years the agency’s accomplishments were admired globally. Democratic and Republican leaders were generally bipartisan on the future of American spaceflight. The blueprint for the twenty-first century called for sustaining the International Space Station and its fifteen-nation partnership until at least 2020, and for building the space shuttle’s heavy-lift rocket and deep spacecraft successor to enable astronauts to fly beyond the friendly confines of low earth orbit for the first time since Apollo. That deep space ship would fly them again around the moon, then farther out to our solar system’s LaGrange points, and then deeper into space for rendezvous with asteroids and comets, learning how to deal with radiation and other deep space hazards before reaching for Mars or landings on Saturn’s moons. It was the clearest, most reasonable and best cost-achievable goal that NASA had been given since President John F. Kennedy’s historic decision to land astronauts on the lunar surface. Then Barack Obama was elected president. The promising new chief executive gave NASA short shrift, turning the agency’s future over to middle-level bureaucrats with no dreams or vision, bent on slashing existing human spaceflight plans that had their genesis in the Kennedy, Johnson, Nixon, Ford, Carter, Reagan, Bush, Clinton, and Bush White Houses. From the starting gate, Mr. Obama’s uncaring space team rolled the dice. First they set up a presidential commission designed to find without question we couldn’t afford the already-established spaceflight plans. Thirty to sixty thousand highly skilled jobs went on the chopping block with space towns coast to coast facing 12 percent unemployment. $9.4 billion already spent on heavy-lift rockets and deep space ships was unashamedly flushed down America’s toilet. The fifty-year dream of new frontiers was replaced with the shortsighted obligations of party politics. As 2011 dawned, NASA, one of America’s great science agencies, was effectively defunct. While Congress has so far prohibited the total cancellation of the space agency’s plans to once again fly astronauts beyond low earth orbit, Obama space operatives have systematically used bureaucratic tricks to slow roll them to a crawl. Congress holds the purse strings and spent most of 2010 saying, “Wait just a minute.” Thousands of highly skilled jobs across the economic spectrum have been lost while hundreds of billions in “stimulus” have been spent. As of this writing only Congress can stop the NASA killing. Florida’s senior U.S. Senator Bill Nelson, a Democrat, a former spaceflyer himself, is leading the fight to keep Obama space advisors from walking away from fifty years of national investment, from throwing the final spade of dirt on the memory of some of America’s most admired heroes. Congressional committees have heard from expert after expert that Mr. Obama’s proposal would be devastating. Placing America’s future in space in the hands of the Russians and inexperienced commercial operatives is foolhardy. Space legend John Glenn, a retired Democratic Senator from Ohio, told president Obama that “Retiring the space shuttles before the country has another space ship is folly. It could leave Americans stranded on the International Space Station with only a Russian spacecraft, if working, to get them off.” And Neil Armstrong testified before the Senate’s Commerce, Science & Transportation Committee that “With regard to President Obama’s 2010 plan, I have yet to find a person in NASA, the Defense Department, the Air Force, the National Academies, industry, or academia that had any knowledge of the plan prior to its announcement. Rumors abound that neither the NASA Administrator nor the President’s Science and Technology Advisor were knowledgeable about the plan. Lack of review normally guarantees that there will be overlooked requirements and unwelcome consequences. How could such a chain of events happen?

in Canada, Hawaii, Chicago, or Washington, D.C., police are unable to point to a single instance of gun registration aiding the investigation of a violent crime. In a 2013 deposition, D.C. Police Chief Cathy Lanier said that the department could not “recall any specific instance where registration records were used to determine who committed a crime.”1 The idea behind a registry is that guns left at a crime scene can be used to trace back to the criminals. Unfortunately, guns are very rarely left at the scene of the crime. Those that are left behind are virtually never registered—criminals are not stupid enough to leave behind guns registered to them. In the few cases where registered guns were left at the scene, the criminal had usually been killed or seriously injured. Canada keeps some of the most thorough data on gun registration. From 2003 to 2009, a weapon was identified in fewer than a third of the country’s 1,314 firearm homicides. Of these identified weapons, only about a quarter were registered. Roughly half of these registered guns were registered to someone other than the person accused of the homicide. In just sixty-two cases—4.7 percent of all firearm homicides—was the gun identified as being registered to the accused. Since most Canadian homicides are not committed with a gun, these sixty-two cases correspond to only about 1 percent of all homicides. From 2003 to 2009, there were only sixty-two cases—just nine a year—where registration made any conceivable difference. But apparently, the registry was not important even in those cases. Despite a handgun registry in effect since 1934, the Royal Canadian Mounted Police and the Chiefs of Police have not yet provided a single example in which tracing was of more than peripheral importance in solving a case. No more successful was the long-gun registry that started in 1997 and cost Canadians $2.7 billion before being scrapped. In February 2000, I testified before the Hawaii State Senate joint hearing between the Judiciary and Transportation committees on changes that were being proposed to the state gun registration laws.2 I suggested two questions to the state senators: (1) how many crimes had been solved by their current registration and licensing system, and (2) how much time did it currently take police to register guns? The Honolulu police chief was notified in advance about those questions to give him time to research them. He told the committee that he could not point to any crimes that had been solved by registration, and he estimated that his officers spent over 50,000 hours each year on registering guns. But those aren’t the only failings of gun registration. Ballistic fingerprinting was all the rage fifteen years ago. This process requires keeping a database of the markings that a particular gun makes on a bullet—its unique fingerprint, so to speak. Maryland led the way in ballistic investigation, and New York soon followed. The days of criminal gun use were supposedly numbered. It didn’t work.3 Registering guns’ ballistic fingerprints never solved a single crime. New York scrapped its program in 2012.4 In November 2015, Maryland announced it would be doing the same.5 But the programs were costly. Between 2000 and 2004, Maryland spent at least $2.5 million setting up and operating its computer database.6 In New York, the total cost of the program was about $40 million.7 Whether one is talking about D.C., Canada, or these other jurisdictions, think of all the other police activities that this money could have funded. How many more police officers could have been hired? How many more crimes could have been solved? A 2005 Maryland State Police report labeled the operation “ineffective and expensive.”8 These programs didn’t work.

Emissions of carbon dioxide reasonable commercial For those who do not know each other with the phrase "carbon footprint" and its consequences or is questionable, which is headed "reasonable conversion" is a fast lens here. Statements are described by the British coal climatic believe. "..The GC installed (fuel emissions) The issue has directly or indirectly affected by a company or work activities, products," only in relation to the application, especially to introduce a special procedure for the efforts of B. fight against carbon crank function What is important? Carbon dioxide ", uh, (on screen), the main fuel emissions" and the main result of global warming, improve a process that determines the atmosphere in the air in the heat as greenhouse gases greenhouse, carbon dioxide is reduced by the environment, methane, nitrous oxide and chlorofluorocarbons (CFCs more typically classified as). The consequences are disastrous in the sense of life on the planet. The exchange is described at a reasonable price in Wikipedia as "...geared a social movement and market-based procedures, especially the objectives of the development of international guidelines and improve local sustainability." The activity is for the price "reasonable effort" as well as social and environmental criteria as part of the same in the direction of production. It focuses exclusively on exports under the auspices of the acquisition of the world's nations to coffee most international destinations, cocoa, sugar, tea, vegetables, wine, specially designed, refreshing fruits, bananas, chocolate and simple. In 2007 trade, the conversion of skilled gross sales serious enough alone suffered due the supermarket was in the direction of approximately US $ 3.62 billion to improve (2.39 million), rich environment and 47% within 12 months of the calendar year. Fair trade is often providing 1-20% of gross sales in their classification of medicines in Europe and North America, the United States. ..Properly Faith in the plan ... cursed interventions towards closing in failure "vice president Cato Industries, appointed to inquire into the meaning of fair trade Brink Lindsey 2003 '. "Sensible changes direction Lindsay inaccurate provides guidance to the market in a heart that continues to change a design style and price of the unit complies without success. It is based very difficult, and you must deliver or later although costs Rule implementation and reduces the cost if you have a little time in the mirror. You'll be able to afford the really wide range plan alternatives to products and expenditures price to pay here. With the efficient configuration package offered in the interpretation question fraction "which is a collaboration with the Carbon Fund worldwide, and acceptable substitute?" In the statement, which tend to be small, and more? They allow you to search for carbon dioxide transport and delivery. All vehicles are responsible dioxide pollution, but they are the worst offenders? Aviation. Quota of the EU said that the greenhouse gas jet fuel greenhouse on the basis of 87% since 1990 years Boeing Company, Boeing said more than 5 747 liters of fuel burns kilometer. Paul Charles, spokesman for Virgin Atlantic, said flight CO² gas burned in different periods of rule. For example: (. The United Kingdom) Jorge Chavez airport to fly only in the vast world of Peru to London Heathrow with British Family Islands 6.314 miles (10162 km) works with about 31,570 liters of kerosene, which produces changes in only 358 for the incredible carbon. Delivery. John Vidal, Environment Editor parents argue that research on the oil company BP and researchers from the Department of Physics and the environment in Germany Wising said that about once a year before the transport height of 600 to 800 million tons. This is simply nothing more than twice in Colombia and more than all African nations spend together.

critical thinking Scenario 1 Mrs. Hernandez is an 85-yearold female admitted to surgery for insertion of a hip prosthesis to treat a hip fracture. The surgical technologist assigned to transport the patient to the preoperative holding area performed a routine review of the patient’s medical chart in the emergency department. The medical chart indicates that Mrs. Hernandez is being treated forchronic hypertension. 1. Knowing that she has a concurrent diagnosis of hypertension, which additional related items should be checked on her chart? 2. How might this situation affect the preparations going on in the surgery department? 3. What action or actions should the surgical technologist take prior to bringing the patient to preoperative holding? Scenario 2 Mr. Van Nguyen is a 47-yearold male admitted to surgery for repair of a retinal detachment under general anesthesia. 1. Which diuretic may be administered intraoperatively? 2. The circulator should check the preference card for a standing order for what preoperative preparation of the patient specific to this situation? 124

A tractor-trailer overturned on U.S. 129 in Gainesville, Ga., “the poultry capital of the world,” back in January. None of the drivers involved in the accident were hurt, but avian passengers in the trailer were killed, and Sarah Segal has asked the Georgia Department of Transportation for permission to a build a ten-foot-tall tombstone in their honor. The monument would read, “In memory of the dozens of terrified chickens who died as a result of a truck crash. Go Vegan.” It would include an image of a chicken. PETA supports her initiative. Monty Python could not be reached for comment.

Because he was leaving Liberia, Chris had tried selling his Italian made, Vespa motor-scooter. It had seen a lot of use and I know that he didn’t buy it new, but it ran and was transportation for him. ‘I’ll give you fifty for it.” I said. “The hell you will,” was his curt reply, “One hundred and fifty makes it yours.” “Don't make me laugh; it's not worth the fifty I'm offering.” I could see his face turn beet-red knowing that I had him over a barrel. “Tell you what Chris, let's cut it in half and depart friends.” I offered. I don’t think he could believe his good luck, as he was quick to accept. “Done,” he said “but you pay the taxes and license!” Of course I knew that these charges were mine but I pretended to groan anyway. With the deal done I was now the proud owner of the motor scooter. Right after the license was transferred, I rode it into a backyard body shop and had it cleaned up and painted bright red. No longer would I have to depend on a taxi or others for transportation. I was free to zip here and there at will. From now on it was the first thing off and the last thing onto the ship. I had Bo-Bo Ben, the ship’s carpenter, make a cradle to secure it and had brackets welded to the main deck behind the house, to lash it down. It still left enough elbow-room for the crew to fish off the stern.

dramatically, but helium gas was 10 times as expensive. Under these conditions, Dr. Eckener, a pilot whose primary concern was safety and as Director of a Company attempting to make a profit, he was forced to make a difficult decision. His discussions with American businessmen and political officials had not resulted in the helium gas he so badly wanted. On the other hand he realized, an airship without lifting gas could not fly. His own company officials believed hydrogen to be safe and they did not share the American concern nor that of Eckener. During many of the flights in 1936, U.S. Naval officials were onboard the LZ-129, to study German operating methods of using hydrogen gas. Their resulting reports concluded that hydrogen properly used, was safe and should be considered used in any new or future American airships. The building of a dream The LZ-129 was a typical design for a Zeppelin airship, only it’s size was so remarkable. The structure was primarily built of triangular girders made of Duralumin, the interior was divided by a wire braced main frame, into 16 bays, in which each held a gas cell.2 Duralumin was an alloy of aluminum and copper with traces of magnesium, manganese, iron and silicon. It had been discovered by Dr. Alfred Wilm and his assistant Ing. Jablonsky, in September 1906. Late one Saturday evening, Jablonsky had completed testing numerous pieces and was ready to go home, when Dr. Wilm entered the lab, with just one more test. To everyone’s astonishment, the test piece was harder, with only ½% more Magnesium having been added. The last train for Berlin had departed and the two men worked the through the weekend, to perfect their Duralumin. Although Dr. Wilm wanted to obtain a patent on this new metal, that so many industries so badly required, he failed to take action. By not obtaining a patent, he gave German industry the opportunity to copy. Count von Zeppelin was amongst the first to realize the value of this new material. Dr. Alfred Wilm did not achieve the wealth he so rightfully desired and passed away on a small farm in the Riesengebirge, on August 6, 1937. Dr. Wilm placed an important mark on not only Zeppelin history, but in the design of countless airplanes ever since.3 The first Zeppelin airships had been constructed of simple aluminum, which is considerably weaker, so that strength was a major problem. It was not until LZ-26, which was the only Zeppelin assembled in Frankfurt-Rebstock, that Duralumin was practically used. Designed as a passenger airship, production of it’s parts had begun, when World War One started. Suddenly, this airship was no longer needed for civilian purposes and would fulfill military requirements only marginally. In order to provide space in the Friedrichshafen Zeppelin Sheds, for newer and larger designs; the completed girders and materials were transported to Frankfurt for assembly. The ship, approx. only 1/8 the

As the network of limited-access highways grew, the Pentagon carefully negotiated the minimum vertical clearances over the interstates to ensure that its largest vehicles could maneuver across the country—forcing the Transportation Department to raise its minimum standard from fourteen feet to sixteen feet to accommodate the new generation of ICBM movers that would enter the nation’s arsenal in the years ahead. Across

Worse, Wilbert Smith had been a senior employee of the Canadian Department of Transport (DOT) where I became minister not long after his retirement

Project Magnet was not an official Government project. It was a project that I talked the Deputy Minister into letting me carry out by making use of the extensive field organization of the Department of Transport. Unfortunately the gentlemen of the press climbed on this and made a big deal of it.… However, we carried the project through officially for about four or five years and then went underground because of press interference

To get leather, each department procured its quota of hides, made contracts with the tanners, obtained hands for them by exemptions from the army, got transportation over the railroads for the hides and for supplies. To the varied functions of this bureau was finally added that of assisting the tanners to procure the necessary supplies for the tanneries. A fishery, even, was established on Cape Fear River to get oil for mechanical purposes, and at the same time food for the workmen. In cavalry equipments the main thing was to get a good saddle which would not hurt the back of the horse. For this purpose various patterns were tried, and reasonable success was obtained. One of the most difficult wants to supply in this branch of the service was the horseshoe for cavalry and artillery. The want of iron and of skilled labor was strongly felt. Every wayside blacksmith-shop accessible, especially those in and near the theatre of operations, was employed. These, again, had to be supplied with material, and the employees exempted from service.

Much of the signal system was installed in the 1930s and transit employees now have to fabricate their own replacement parts for obsolete equipment. While subway riders have to rely on this century-old technology, New York's automobile drivers take advantage of traffic signals that are part of a sophisticated information network. Above the streets, the city's Department of Transportation monitors data from sensors and video cameras to identify congestion choke points, and the remotely adjusts computerized traffic signals to optimize the flow of vehicles. Drivers obtain accurate, real-time traffic condition information via electronic signals, computers and smartphones.

2011, I led the Department of Energy’s Quadrennial Technology Review to develop strategies for government support of emerging clean energy technologies. In one town hall meeting, I faced advocates for four different vehicle technologies—internal combustion engines powered by biofuels, compressed natural gas, hydrogen-powered fuel cells, and battery-powered plug-ins. Each of them believed that their technology was the optimal vision for the future, and that all the government had to do was support the development of the appropriate fueling infrastructure. When I reminded them that the country could probably deploy no more than two new fueling technologies at scale, a squabble ensued. There are several reasons I believe that electricity will fuel the passenger vehicles of the future, but one of them is that the existing electrical grid is a good start on the fueling infrastructure. If a widespread transition to plug-in electric cars does come about, systems thinking will be even more important as the electrical and transportation systems would have to work together to accommodate charging millions of vehicles.

They took the elevator up to the eighth floor. Charbonnel et Walker Chocolate Café was tucked between Ladies' Shoes and the Home and Gifts Department. Bathed in pale pink paint and lit by crystal chandeliers, the enchanted corner was dominated by a counter featuring a conveyor belt that transported plates of croissants, brownies, scones, muffins, and every imaginable truffle under glass domes. Dark and milk chocolate, strawberry, lemon, pink champagne, mint, cappuccino, and buzz fizz with its distinctive orange center. Sparkling glass cabinets temptingly displayed hundreds of the treats lined up in precise rows. They could be consumed on the premises or purchased to take away. A gold seal on the candy boxes signaled that the Queen of England was a fan.

Two traveling monks reached a river where they met a young woman. Wary of the current, she asked if they could carry her across. One of the monks hesitated, but the other quickly picked her up onto his shoulders, transported her across the water, and put her down on the other bank. She thanked him and departed. As the monks continued on their way, the one was brooding and preoccupied. Unable to hold his silence, he spoke out. "Brother, our spiritual training teaches us to avoid any contact with women, but you picked that one up on your shoulders and carried her!" "Brother," the second monk replied, "I set her down on the other side, while you are still carrying her.

It’s difficult for outsiders to even understand the nature of a contango market. In essence, the price of oil in spot markets, which reflect the price of oil today, tends to be lower than the price of oil to be delivered in the future. This is attributable to a host of complex reasons.I In the relatively rare scenario when oil today is cheaper than oil in the future, the markets are said to be in contango, and it doesn’t tend to last very long. Usually the market reverts to its normal state of cheaper oil in the future. When the market goes into contango, it presents a whole host of ways for Koch’s traders to profit. In late 2008, the potential profits were extraordinary. The size of the contango became enormous—the gap between oil sold today and oil sold for delivery a few months out became roughly $8 a barrel. A more common level of contango would be in the range of $2 or $4 a barrel. And the gap wasn’t just wide, it was long-lasting. The markets remained in contango for several months. Koch Industries, and a handful of other giant oil producers, were able to exploit this gap in a special way. Because Koch Industries traded in both the futures markets and the physical markets, it could execute something called the “contango storage play.” One former senior trader within Koch Supply & Trading called the contango storage play a “bread-and-butter” strategy for Koch’s crude oil department. The mechanics of the contango storage play seem deceptively simple. A trader at Koch Industries buys oil in the spot markets, where it is cheap. Then, the trader sells oil for delivery in the futures markets, where oil is more expensive. When the contango gap is $8, it is easy to picture how quickly the profits pile up. The trader can buy oil for $35 and sell it for $43, almost instantly. There is a catch, however. To execute the contango storage play, the trader must be able to do something that most traders can’t do—they must be able to deliver the actual, physical oil in that future month. If a typical oil speculator—who did not own an oil refinery, storage tanks, or an oil tanker ship—tried to execute the contango storage trade, they could find themselves shut out. Executing the contango storage trade didn’t just require deep knowledge of arcane shipping markets and transportation law; it also required deep relationships in the private world of oil production.

There’s more!! In addition to your $400,000/year salary, you also get: • A no-questions-asked $50,000 expense account—in other words, you’re not required to provide receipts to get reimbursed. But if you don’t spend it all, you have to give what’s left back to the Treasury Department every year. • To live rent-free in a nice big house that includes a bowling alley, putting green, jogging track, billiard room, tennis courts, swimming pool, and movie theater (with various contacts in Hollywood providing all first-run movies for free). • Five full-time chefs who are standing by to prepare the food you paid for (see above). A nice, secluded, 180-acre vacation home in Maryland called Camp David that includes numerous cabins for the president and guests, a heated pool, tennis, horseshoes, bowling, a three-hole golf course, an archery range, and a trout stream. • The presidential version of “public” transportation: limos, helicopters, and your own personal jets. • Up to one million dollars you can spend every year for “unanticipated needs,” in case you ever go over budget somewhere else.

What’s there that’s so great? Internet? Television? Department stores? Fast food?” Richard leaned forward and began counting on his fingers. “Medicine, clean water, sanitation, midwifery, roads, transport, everything that pulled this world out of the dark ages and took the nasty, brutish, and short out of life.” He rabbit-eared his fingers. “You think that ‘going back to nature’ is going to make your life more enjoyable? You’re a fantasist, Ed, and a selfish one. What about your kids and your wife? You think they’d be all right? You think you could really support them and protect them? You probably couldn’t even keep a cactus alive, let alone feed your family from a vegetable patch.” “And what’s that supposed to mean?” I said. “I’m saying society has evolved, Ed. It’s not what it used to be for one very good reason: it was shit and people weren’t very good at staying alive. We got sick and died daily. Childbirth usually ended in death for the child, the mother, or both. Pain, filth, famine, and war were everywhere, and you were lucky to reach thirty without being stabbed, shot, tortured, decapitated, hung, drawn and quartered, burned at the stake, or thrown in a dungeon to rot. People didn’t live in some blissful utopia where everyone had an allotment and looked after one another. We killed each other because we were starving and terrified most of the time. The last two hundred years have seen us grow, understand, build systems and infrastructures that keep us healthy and happy. We can dive to the bottom of the ocean, fly around the world, go to the moon, Mars, beyond. And all you want to do is go live in a cave. We’re not supposed to live in the fucking dirt, Ed. We’re not.

Generally, CIA officers work at the same government pay scale as employees of the Department of Transportation or the Department of Education. Known as the General Scale (GS), the system has fifteen grades of seniority, each of which is divided into ten “steps.” In 2008, entry-level government employees made just over $17,000 per year.

Congress also saw how Ronan and his contemporaries stretched the truth in order to obtain federal funding for their rail projects. In 1989, a US Department of Transportation researcher, Don Pickrell, meticulously compared project sponsors’ initial forecasts with the actual costs and benefits of projects after they were completed. Pickrell found that transit agencies grossly overestimated the number of passengers their proposed rail lines would carry. In fact, nearly all recently built projects were carrying less than half the number of forecasted riders. Likewise, nearly all the projects cost more than expected. Because of this, the 1991 federal transportation law that authorized about $800 million per year for large transit projects mandated a rigorous review process to evaluate the cost effectiveness of proposed projects.16

In March, Koch threatened to stop Westway if the state did not provide funding to protect the fare at the same time that it passed an MTA capital program. That was not an idle threat, since federal officials did not want to be caught in the middle of a local battle. The US Department of Transportation had clearly stated that federal funds for Westway would be awarded only if both state and city officials agreed that it should be built. In response, the governor told reporters that Westway would be built and that he was not planning on meeting with the mayor to discuss the issue. He said, “If the mayor wants to come to a meeting, tell him to bring money.” Deputy Mayor Bobby Wagner pointed out that “traditionally the politics of mass transit brings out the worst in public officials.”60

I was expecting to find a scooter company. One of those trendy, battery-powered skateboard or Segway-like rolling transporters used in place of walking. What I found was something entirely more audacious.  PPS was developing a jetpack. An actual jetpack. One of those James Bond, Buck Rogers, Rocket Man-style engines you strapped to your back and flew with. I supposed the Space Coast location should have been a tipoff, but I missed that clue. The PPS website was just a Work In Progress placeholder, but I did find a few other companies in the niche, and one had a very impressive video. It showed a man flying over rivers and lakes using a device that looked exactly like what the comic books predicted. At first I thought it was faked, but it proved to be real. USA Today confirmed it in a front page story on November 11, 2015 titled “Man on jetpack flies around Statue of Liberty.”  That meant the core Iron Man technology had existed for years. If a fatal flaw hadn’t been found, it would now be in the refinement and regulatory approval stage. It occurred to me that between jetpacks and drones and hover boards and self-driving cars, the Department of Transportation had to be hopelessly swamped. The world was evolving at an incredible pace. It was no wonder that so many people

Although a new highway program was politically very contentious, President Eisenhower appointed an advisory committee of executives linked to General Motors, Bechtel engineering, the trucking lobby, and the Teamsters Union (to which truckers belonged) to negotiate the various special interests involved.In 1956 Eisenhower signed the Interstate Highway Act providing for 42,500 miles of a 'National System of Interstate and Defense Highways' across the country at an estimated cost of $27 billion. . . . Journalist Helen Leavitt thought that Congress had been bought and bullied. In her brilliant book Superhighway--Superhoax, she noted that there was no real concern for national defense, since overpasses designed for fourteen-foot vertical clearance were too low to permit the passage of many Army, Navy, and Air Force weapons loaded on transporters, including Atlas missiles. The highway builds had never even consulted the Defense Department.

Though it's often considered insulting to note, women in the aggregate have different preferences: we tend to put "people jobs" over "things jobs", as someone once put it to me. This has caused feminists a great deal of consternation. Pricked by the embarassment of natural differences between men and women, they blame society and insist women need to be taught to adopt different preferences. But behind this insistence lies the idea that women's preferences are inferior. Young girls are left to conclude that they must strive to be more like men- they must close the novel they were enjoying and take up coding. They must want things men want because men want them. The talking point about the dearth of women CEOs is a classic. The fact of this disparity might just as easily be understood differently: CEOs lead fairly unbalanced lives. They make a lot of money and have very little time. Their relationships suffer. They have high rates of divorce. Women might recognize this difference and assume that men are the ones to be pitied. We might just as easily say: Women are so much better adjusted, so much wiser for preferring relationships to dollars. We might as easily say: Of course women prefer literature to software engineering! It's far more interesting. It has the power to transport, to move hearts and minds. Literature is the story one generaton tells to the next. So many women study, teach and produce great literature. Who is the wiser sex? Instead we presume that if men dominate the STEM departments, they must be occupying the university's Arcadia. If CEOs are overwhelmingly male, then women are being unfairly excluded- by men who outfox them, a system that diminishes them, preferences that lead them astray. We want to have it both ways: acknowledging sotto voce that Sumner Redstone, Rupert Murdoch, and Jeff Bezos have not enjoyed enviable personal lives, while insisting every woman should or would stand in their shoes, given half a chance. [...] We must stop. It's a dumb habit, thoughtless and base. It reflects an unflattering insecurity we shouldn't indulge. The jealousy at its heart suggests that either we believe women aren't truly capable, or they have somehow be duped, made victims by a "system" that, generation after generation, locks us out and shuts us in with so many glass ceilings and walls. It's an exhausting set of untruths. Worst of all, girls are listening.

That month, the head of the Cambodian army, Lieutenant General Lon Nol, flew to Beijing to confirm a secret treaty already approved by Sihanouk for use of Sihanoukville’s port to transship Chinese arms and supplies to PAVN sanctuaries along the border. Chinese shipments were passing through Sihanoukville by the following year; these were carried by the Hak Ly Trucking Company, a Phnom Penh–based entity that was actually led by an officer from PAVN’s General Rear Services Department.7 In return, the Cambodian military received at least 10 percent of all weapons shipments, as well as hefty port and transportation fees.8 The Cambodians also reportedly allowed PAVN to make use of a military hospital in Kompong Cham.

The tribe was unprepared for the boom, he believed. After centuries of colonization—of federal entities weakening and displacing tribal institutions—it did not have the resources, let alone the expertise or regulatory power, to control the oil industry. It had no environmental agency to monitor leaks or spills; no transportation department to track trucks; and what was more troubling, it had no criminal jurisdiction over the thousands of non-Native men and women who had come to work, since the U.S. Supreme Court had stripped tribes nationwide of the right to criminally prosecute nonmembers. “It’s like the lottery winners you see on TV,” Fox said. “Their lives get worse, because they’re not ready for it. We’re the same way. My biggest fear is that we end up like other reservations I know—industry comes in, money’s thrown around, everyone celebrates for a while, and when industry leaves, the reservation is in worse shape than before.

On February 9th, 1942, the SS Normandie, a proud ocean liner and the pride of the French Merchant Marine, was being converted into a troop transport. A welder’s torch cut through a bulkhead and set afire a bundle of flammable rags and a stack of life jackets. The fire soon roared throughout the ship and since the internal fire protection system had been disabled, the only assistance available was from the New York City Fire Department. Fireboats pumped water onto the blaze until it caused this magnificent vessel to become unstable. I guess it never occurred to anyone that the water going into the ship, should have been pumped out! On February 10th, the ship rolled over onto its port side, sinking into the mud alongside Pier 88 in Manhattan. Investigations ensued with the thought being that this tragedy was caused by enemy sabotage. However, later findings indicated that the fire had been completely accidental. There are still some allegations contradicting this, and claims that the fire was indeed arson and involved “Lucky” Luciano, the Mafia boss who controlled the waterfront. From the time the fire started until the Normandie was righted in 1943, I watched what was happening to the now renamed USS Lafayette from a perfect vantage point at the top of the Palisades near North Street Park. It was the talk of the town and everyone continued to speculate as to who was at fault. “It must have been the Nazis,” was the conventional wisdom. The soldiers to whom I frequently talked, stationed at the searchlights and gun emplacements, were the ones who surely would know. Eventually, stripped of her superstructure, the ship was righted at great expense. There was talk of converting her into an aircraft carrier, or of cutting her down to become a smaller vessel. However, in the end she was sold for $161,680 to Lipsett, Inc., an American shipyard, where the once magnificent ship was reduced to scrap metal.

I do resent one thing. I went out with the specific purpose, because I wanted to go, the whole adventure is odd. But I want you to take back from your Department’s point of view, leaving out any question of lying, the Hohe Brücke Ferry – those destroyers were there and those transports. They were not brought up for my own benefit. It was a brilliant sunny day and it is absolutely correct - Walter Dicketts aka double agent Celery's interrogation by MI5 on return to England after his month-long mission in Germany, February/March 1941

Cal studied Savvy as the C-130 sped down the runway. The plane held a half-dozen marines and supplies bound for Manda Bay. She'd chosen the seat across from him near the tail of the aircraft and donned protective headphones. Between the headphones and other passengers, there was no way for them to discuss the mission during the flight. He’d been released from the brig at two thirty in the morning and was told he’d be departing on the transport as scheduled. Savvy hadn't stopped by his CLU to offer an explanation, and he’d decided not to go to hers. He needed to sleep. They'd have time to sort things out before departure. But daylight brought no communication from her, and he’d been surprised to find himself alone in the vehicle that delivered him to the airstrip the US military shared with the international airport. He’d begun to wonder if the op would be canceled, when she arrived seven minutes before their scheduled takeoff. She’d dropped into the seat across from him with little more than a nod in his direction, donned the headphones, and cracked open a file. She stared at the papers on her lap as if they held the meaning of the universe. They reached cruising altitude. The interior was loud, but not so loud the headphones were necessary. Still, she kept them on. He’d been watching her for twenty minutes, noting that she had yet to turn a page. He’d been looking forward to seeing her. He’d wanted to check the bruises on her neck, make sure she was okay. But the concern had evaporated in the wake of her avoidance. Her utter lack of acknowledgment of what had transpired last night. He reminded himself she’d been assaulted. It was wrong of him to expect her to be rational, cool, and calm today. She’d said the man had assaulted her before, and Evers had indicated the same with his words and actions. She had the right to be messed up. If this were a normal situation. But nothing about this was normal. They were heading into a covert op, and he knew next to nothing of their plan. Worse, he needed to know if she was on her game. He needed Savannah James, Paramilitary Operations Officer for the Special Operations Group within SAD. He needed the covert operator who could do everything he could do, backward and in high heels. He didn’t know if that woman had boarded this turboprop. Flights always took longer on C-130s, and he estimated they’d be in the air about three and a half hours. Too long to wait to find out what was going on in that complex brain of hers. He unbuckled his harness and moved to the empty seat next to her. Her fingers tightened on the files in her lap. He reached over and extracted the papers from her grip and set them aside. He slid a hand down her arm and took her hand, interlocking his fingers with hers. Her hand was tight, stiff, then all at once, she relaxed and squeezed his hand. After a moment, she pulled off the protective headphones and leaned her head on his shoulder. Something in his chest shifted. He was holding hands with Savvy as she leaned on him, and it felt…right. Good. Like something he’d needed forever but hadn't known. Several marines sat too close for them to attempt conversation, and a guy sitting across the empty fuselage watched with unabashed curiosity. Cal didn't care. He liked the way she leaned on him. The way she was willing to accept comfort. The way her hand felt in his. And he was thankful he hadn't been cut from this mission, no matter how much he hadn't wanted it at first. The idea of her having to pretend to be a sexual plaything to anyone but him made his blood pressure spike. It was messed up, but he couldn't deny it. The fact that he didn't like the idea of any other man touching her—even if it was only an act—was a problem to deal with when they returned to Camp Citron. Right now, he was a soldier embarking on a mission, and as he would on any mission, he’d protect his teammate at all costs.

Whites impose these rules on themselves because they know blacks, in particular, are so quick to take offense. Radio host Dennis Prager was surprised to learn that a firm that runs focus groups on radio talk shows excludes blacks from such groups. It had discovered that almost no whites are willing to disagree with a black. As soon as a black person voiced an opinion, whites agreed, whatever they really thought. When Mr. Prager asked his listening audience about this, whites called in from around the country to say they were afraid to disagree with a black person for fear of being thought racist. Attempts at sensitivity can go wrong. In 2009, there were complaints from minority staff in the Delaware Department of Transportation about insensitive language, so the department head, Carolann Wicks, distributed a newsletter describing behavior and language she considered unacceptable. Minorities were so offended that the newsletter spelled out the words whites were not supposed to use that the department had to recall and destroy the newsletter. The effort whites put into observing racial etiquette has been demonstrated in the laboratory. In experiments at Tufts University and Harvard Business School, a white subject was paired with a partner, and each was given 30 photographs of faces that varied by race, sex, and background color. They were then supposed to identify one of the 30 faces by asking as few yes-or-no questions as possible. Asking about race was clearly a good way to narrow down the possibilities —whites did not hesitate to use that strategy when their partner was white—but only 10 percent could bring themselves to mention race if their partner was black. They were afraid to admit that they even noticed race. When the same experiment was done with children, even white 10- and 11-year olds avoided mentioning race, though younger children were less inhibited. Because they were afraid to identify people by race if the partner was black, older children performed worse on the test than younger children. “This result is fascinating because it shows that children as young as 10 feel the need to try to avoid appearing prejudiced, even if doing so leads them to perform poorly on a basic cognitive test,” said Kristin Pauker, a PhD candidate at Tufts who co-authored the study. During Barack Obama’s campaign for President, Duke University sociologist Eduardo Bonilla-Silva asked the white students in his class to raise their hands if they had a black friend on campus. All did so. At the time, blacks were about 10 percent of the student body, so for every white to have a black friend, every black must have had an average of eight or nine white friends. However, when Prof. Bonilla-Silva asked the blacks in the class if they had white friends none raised his hand. One hesitates to say the whites were lying, but there would be deep disapproval of any who admitted to having no black friends, whereas there was no pressure on blacks to claim they had white friends. Nor is there the same pressure on blacks when they talk insultingly about whites. Claire Mack is a former mayor and city council member of San Mateo, California. In a 2006 newspaper interview, she complained that too many guests on television talk shows were “wrinkled-ass white men.” No one asked her to apologize. Daisy Lynum, a black commissioner of the city of Orlando, Florida, angered the city’s police when she complained that a “white boy” officer had pulled her son over for a traffic stop. She refused to apologize, saying, “That is how I talk and I don’t plan to change.” During his 2002 reelection campaign, Sharpe James, mayor of Newark, New Jersey, referred to his light-skinned black opponent as “the faggot white boy.” This caused no ripples, and a majority-black electorate returned him to office.

family in Minneapolis, blew himself up at a UN checkpoint in 2008, killing twenty-nine people. In September 2009, another Somali immi-grant left his Seattle community to return home and carry out a truck bombing in Mogadishu, killing twenty-one people.18 The case of Ahmed is especially grating. Thanks to the State Department’s refugee resettlement mania, he’d become a naturalized American citizen. So, after his mass-murder attack against U.S.-supported allies in northern Somalia, the FBI, at the expense of the American taxpayer, had his remains (which had become evidence in the Bureau’s terrorism-support investigation) transported back to America so he could be given a

The Environmental Protection Agency, Department of Transportation, and other bureaus reserve that a budget for a human life is worth anywhere from 4-10 million dollars. Like a sports car. Like a construction site. Or an airplane. As if the mysterious gift of consciousness could fit in the box of a W-2 form. To them, we are 4 inches of digital ink on a computer screen. Money: if we can’t get rid of it, we can at least admit it doesn’t deserve us.

Does God deserve to go to hell? The verdict is in. Guilty on all counts. Prepare the transport to take him hence to the Central Processing Department of Hell, where he shall be allocated to the lowest circle of hell, the bottom point of hell. May humanity have no mercy on his soul.

The following message is transmitted at the request of the Illinois State Police Department. The mandatory twenty-four-hour curfew remains in effect for Cook County. All residents are ordered to stay in their homes until further notice. The National Guard continues to monitor the safety of all neighborhoods, deliver food rations, and provide transport to CDC Quarantine Zones.

Republicans too have seen the influence of money from China. Since 2015, Kentucky Senator Mitch McConnell has been Senate majority leader and the most powerful man in Washington after the president. Once a hardliner, in the 1990s he became a noted China dove (although in 2019, in a likely instance of ‘big help with a little badmouth’, he voiced support for Hong Kong protesters37). In 1993 he married the daughter of one of his donors, Chinese-American businessman James Chao. Elaine Chao went on to serve as secretary of labor under President George W. Bush and in 2017 was sworn in as President Trump’s transportation secretary. She wasted no time organising a trip to China that included meetings between members of her family and Chinese government officials, a plan that was spiked only when the State Department raised ethical concerns.38 James Chao has excellent guanxi—connections—in China, including his classmate Jiang Zemin, the powerful former president of China. Chao became rich through his shipping company, Foremost Group, which flourished due to its close association with the state-owned behemoth the China State Shipbuilding Corporation. McConnell, after his marriage to Chao’s daughter, was courted by the highest CCP leaders, and his in-laws were soon doing deals with Chinese government corporations.

In Michigan—where the State Department of Public Instruction had adopted the slogan “A high school education for every boy and girl in Michigan”7—consolidated schools began to replace the old country schoolhouses in 1919. Not everyone, however, was in favor of this change. The push for consolidation produced heated conflicts throughout the region. Many old-timers felt that the type of schooling they had received was perfectly adequate for their children, particularly for the boys who planned to make their livings as farmers. These opponents also bristled at the prospect of paying higher taxes to fund the fancy new schools. “They simply couldn’t see the sense to more than an eighth grade education,” notes one historian, “and they couldn’t see paying for it. Fine if some people wanted high school education for their children, but let them pay tuition and send their children to the city.”8 Foes of consolidation also argued that it was safer for their children to walk to the nearest one-room schoolhouse than to transport them by wagon or bus “over the generally miserable back roads in the . . . countryside

Gene Russianoff from the Straphangers Campaign said that because New York had not built a new subway line in half a century, subway riders had to deal with “elbow-in-the-ribs crowding that would violate Department of Agriculture guidelines for shipping cattle.” He argued, “If the region can raise $3.5 billion to spare tens of thousands of daily Long Island Rail Road commuters, we must find the resources to come to the rescue of the hundreds of thousands of New Yorkers suffering from grossly inadequate subway service on the East Side.” Robert Paaswell, the director of City College’s transportation research center, explained that overcrowding on platforms and stairways causes people to fall and get jammed up as they try to get on and off trains. He warned that the problem could be especially dangerous for the elderly and disabled. Then he brought up a question that had not yet received any attention in the Second Avenue subway discussion: what would happen if an overcrowded Lexington Avenue–line subway station needed to be suddenly evacuated in the event of a terrorist attack?83