Highway Engineering Quotes

Do you ever just want to take your car out onto the highway and gun the engine as fast as you can and then close your eyes and see what happens?

I got back in my car, starting the engine, then drove off. It wasn't until I pulled onto the highway that it all really sunk it, how temporary our friendship had been. We'd been on our breaks, after all, but it wasn't our relationships that were on pause: it was us. Now we were both in motion again, moving ahead. So what if there were questions left unanswered. Life went on. We knew that better than anyone.

Everyone always wants to know how you can tell when it's true love, and the answer is this: when the pain doesn't fade and the scars don't heal, and it's too damned late. The tears threaten to return, so I willfully banish all thoughts from my head and take a few more deep breaths. I'm suddenly dizzy from the panic attack I've just suffered, and I close my eyes, resting my head against the warm leather of my steering wheel. Loneliness doesn't exist on any single plane of consciousness. It's generally a low throb, barely audible, like the hum of a Mercedes engine in park, but every so often the demands of the highway call for a burst of acceleration, and the hum becomes a thunderous, elemental roar, and once again you're reminded of what this baby's carrying under the hood.

Loneliness doesn’t exist on any single plane of consciousness. It’s generally a low throb, barely audible, like the hum of a Mercedes engine in park, but every so often the demands of the highway call for a burst of acceleration, and the hum becomes a thunderous, elemental roar, and once again you’re reminded of what this baby’s carrying under the hood.

The highway authorities clearly did not think it worth their while wasting road salt on this useless bit of roadway.

I want to take you to the river that runs behind my house and show you where the dark water vanishes between the rocks but I can’t because nothing runs behind my house not even a lonely commercial highway I want to stand with you on the edge of a lonely commercial highway waiting for the jumper cables that will restart this engine and take us somewhere far beyond the confines of this poem

In my experience, the last people you want trying to solve any problem, but especially those involving roads, are highway engineers. They operate from the principle that while no traffic problem can ever truly be solved, it can be spread over a much larger area.

EHMs provide favors. These take the form of loans to develop infrastructure—electric generating plants, highways, ports, airports, or industrial parks. A condition of such loans is that engineering and construction companies from our own country must build all these projects. In essence, most of the money never leaves the United States; it is simply transferred from banking offices in Washington to engineering offices in New York, Houston, or San Francisco. Despite the fact that the money is returned almost immediately to corporations that are members of the corporatocracy (the creditor), the recipient country is required to pay it all back, principal plus interest.

Hammond shook his head sadly. “Yet, you’ll remember,” he said, “the original genetic engineering companies, like Genentech and Cetus, were all started to make pharmaceuticals. New drugs for mankind. Noble, noble purpose. Unfortunately, drugs face all kinds of barriers. FDA testing alone takes five to eight years—if you’re lucky. Even worse, there are forces at work in the marketplace. Suppose you make a miracle drug for cancer or heart disease—as Genentech did. Suppose you now want to charge a thousand dollars or two thousand dollars a dose. You might imagine that is your privilege. After all, you invented the drug, you paid to develop and test it; you should be able to charge whatever you wish. But do you really think that the government will let you do that? No, Henry, they will not. Sick people aren’t going to pay a thousand dollars a dose for needed medication—they won’t be grateful, they’ll be outraged. Blue Cross isn’t going to pay it. They’ll scream highway robbery. So something will happen. Your patent application will be denied. Your permits will be delayed. Something will force you to see reason—and to sell your drug at a lower cost. From a business standpoint, that makes helping mankind a very risky business. Personally, I would never help mankind.

My Caprice was a spacious cruiser, well insulated from the world—one motored along the highways as if sitting in a middle-class living room equipped with an engine and tires.

I am still vaguely haunted by our hitchhiker’s remark about how he’d “never rode in a convertible before.” Here’s this poor geek living in a world of convertibles zipping past him on the highways all the time, and he’s never even ridden in one. It made me feel like King Farouk. I was tempted to have my attorney pull into the next airport and arrange some kind of simple, common-law contract whereby we could just give the car to this unfortunate bastard. Just say: “Here, sign this and the car’s yours.” Give him the keys and then use the credit card to zap off on a jet to some place like Miami and rent another huge fireapple-red convertible for a drug-addled, top-speed run across the water all the way out to the last stop in Key West … and then trade the car off for a boat. Keep moving. But this manic notion passed quickly. There was no point in getting this harmless kid locked up—and, besides, I had plans for this car. I was looking forward to flashing around Las Vegas in the bugger. Maybe do a bit of serious drag-racing on the Strip: Pull up to that big stoplight in front of the Flamingo and start screaming at the traffic: “Alright, you chickenshit wimps! You pansies! When this goddamn light flips green, I’m gonna stomp down on this thing and blow every one of you gutless punks off the road!” Right. Challenge the bastards on their own turf. Come screeching up to the crosswalk, bucking and skidding with a bottle of rum in one hand and jamming the horn to drown out the music … glazed eyes insanely dilated behind tiny black, gold-rimmed greaser shades, screaming gibberish … a genuinely dangerous drunk, reeking of ether and terminal psychosis. Revving the engine up to a terrible high-pitched chattering whine, waiting for the light to change … How often does a chance like that come around? To jangle the bastards right down to the core of their spleens. Old elephants limp off to the hills to die; old Americans go out to the highway and drive themselves to death with huge cars.

the rain hitting my truck like rubber bullets. the grind of the leather on the steering wheel in my fist. The slosh of the rain under the tires as I charge down the highway, my engine rumbling like a lullaby.

The person in the ski mask, gloves, and all-dark clothing hunched forward to bring his truck engine to life. His lookout a mile north had signaled the target car was on the way. Nobody could have spotted him in the hide spot near the highway. He’d been there throughout the darkness of the night. Since the sun began its climb, he’d been enshrouded in the smoke. And with all the hissing and booming the fire was causing, what he was about to do wouldn’t be heard, either. Conditions couldn’t have been staged any better.

The racial oppression that inspired the first generations of the civil rights movement was played out in lynchings, night raids, antiblack pogroms, and physical intimidation at the ballot box. In a typical battle of today, it may consist of African American drivers being pulled over more often on the highways. (When Clarence Thomas described his successful but contentious 1991 Supreme Court confirmation hearing as a “high-tech lynching,” it was the epitome of tastelessness but also a sign of how far we have come.) The oppression of women used to include laws that allowed husbands to rape, beat, and confine their wives; today it is applied to elite universities whose engineering departments do not have a fifty-fifty ratio of male and female professors. The battle for gay rights has progressed from repealing laws that execute, mutilate, or imprison homosexual men to repealing laws that define marriage as a contract between a man and a woman. None of this means we should be satisfied with the status quo or disparage the efforts to combat remaining discrimination and mistreatment. It’s just to remind us that the first goal of any rights movement is to protect its beneficiaries from being assaulted or killed. These victories, even if partial, are moments we should acknowledge, savor, and seek to understand.

She clicked open the door and glided into the back seat like a summer breeze through an open window on the highway. "Where are you heading?", His Southern twang reminded her of home, but her eyes showed him no familiarity. She stared at him, void of expression, her thoughts racing. "Miss?", he persisted. "Anywhere. Please. Just drive.", she replied tersely, not sure if she even wanted her mind to join her in the back seat. The driver stared into her eyes and somehow understood, he started the engine and on they went. Two strangers, a blur of yellow, in pursuit of nowhere.

Months later, when I rarely saw the Angels, I still had the legacy of the big machine -- four hundred pounds of chrome and deep red noise to take out on the Coast Highway and cut loose at three in the morning, when all the cops were lurking over on 101. My first crash had wrecked the bike completely and it took several months to have it rebuilt. After that I decided to ride it differently: I would stop pushing my luck on curves, always wear a helmet and try to keep within range of the nearest speed limit ... my insurance had already been canceled and my driver's license was hanging by a thread. So it was always at night, like a werewolf, that I would take the thing out for an honest run down the coast. I would start in Golden Gate Park, thinking only to run a few long curves to clear my head ... but in a matter of minutes I'd be out at the beach with the sound of the engine in my ears, the surf booming up on the sea wall and a fine empty road stretching all the way down to Santa Cruz ... not even a gas station in the whole seventy miles; the only public light along the way is an all-night diner down around Rockaway Beach. There was no helmet on those nights, no speed limit, and no cooling it down on the curves. The momentary freedom of the park was like the one unlucky drink that shoves a wavering alcoholic off the wagon. I would come out of the park near the soccer field and pause for a moment at the stop sign, wondering if I knew anyone parked out there on the midnight humping strip.

Bleary-eyed, they find places to pull off the road and rest. In Walmart parking lots. On quiet suburban streets. At truck stops, amid the lullaby of idling engines. Then in the early morning hours—before anyone notices—they’re back on the highway. Driving on, they’re secure in this knowledge: The last free place in America is a parking spot.

At the other extreme, the consumption tax rate should be very, very high for any products that impose massive negative externalities. Consider handgun ammunition. Currently, one can buy five hundred rounds of 9 mm ammunition for about $110 from online U.S. retailers—about twenty-two cents each. But each round of ammunition has a slight chance of falling into the wrong hands and killing someone. How slight? About 10 billion rounds are sold per year in the United States. There are about thirty thousand gun-related deaths in the United States per year (including suicides, homicides, and accidents). Assuming the typical gun death involves one round of ammo, the chance that any given round will end up killing someone is about thirty thousand divided by 10 billion, or three per million. Now, a person’s life is generally reckoned to be worth about $3 million, according to the usual cost-benefit-risk analyses by highway engineers, airlines, and hospitals. If each bullet has a three per million chance of negating a $3 million life, then that bullet imposes an expected average cost on society of $9. That’s about forty times its conventional retail cost of $0.22, so, by my reasoning, it should be subject to a consumption tax rate of 4,000 percent. This is obviously a rough calculation; it ignores the injury costs of nonlethal shootings (which would increase the tax) and the crime-deterrence effects, if any, of citizens having ammo (which would decrease the tax).

In 1936, President Franklin Delano Roosevelt addressed the Third World Power Conference in Washington, D.C., on the importance of engineering in solving the nation’s social problems. At the conclusion of his speech, he pressed a button that stirred the turbines in the Boulder Dam to “creative activity.” “Boulder Dam,” said the president as his right index finger came down, “I call you to life!

But do you think the achievements of the Americans -- envied the world over -- came without a cost? Just ask their African brothers. And do you think the engineers who designed their illustrious skyscrapers or built their highways hesitated for one moment to level the lovely little neighborhoods that stood in their way? I guarantee you, Alexander, they laid the dynamite and pushed the plungers themselves.

In South Texas I saw three interesting things. The first was a tiny girl, maybe ten years old, driving in a 1965 Cadillac. She wasn't going very fast, because I passed her, but still she was cruising right along, with her head tilted back and her mouth open and her little hands gripping the wheel. Then I saw an old man walking up the median strip pulling a wooden cross behind him. It was mounted on something like a golf cart with two spoked wheels. I slowed down to read the hand-lettered sign on his chest. JACKSONVILLE FLA OR BUST I had never been to Jacksonville but I knew it was the home of the Gator Bowl and I had heard it was a boom town, taking in an entire county or some such thing. It seemed an odd destination for a religious pilgrim. Penance maybe for some terrible sin, or some bargain he had worked out with God, or maybe just a crazed hiker. I waved and called out to him, wishing him luck, but he was intent on his marching and had no time for idle greetings. His step was brisk and I was convinced he wouldn't bust. The third interesting thing was a convoy of stake-bed trucks all piled high with loose watermelons and cantaloupes. I was amazed. I couldn't believe that the bottom ones weren't crushed under all that weight, exploding and spraying hazardous melon juice onto the highway. One of nature's tricks with curved surfaces. Topology! I had never made it that far in mathematics and engineering studies, and I knew now that I never would, just as I knew that I would never be a navy pilot or a Treasury agent. I made a B in Statics but I was failing in Dynamics when I withdrew from the field. The course I liked best was one called Strength of Materials. Everybody else hated it because of all the tables we had to memorize but I loved it, the sheared beam. I had once tried to explain to Dupree how things fell apart from being pulled and compressed and twisted and bent and sheared but he wouldn't listen. Whenever that kind of thing came up, he would always say - boast, the way those people do - that he had no head for figures and couldn't do things with his hands, slyly suggesting the presence of finer qualities.

The effects of what are now called psychedelic (mind–manifesting) chemicals differ from those of alcohol as laughter differs from rage or delight from depression. There is really no analogy between being “high” on LSD and “drunk” on bourbon. True, no one in either state should drive a car, but neither should one drive while reading a book, playing a violin, or making love. Certain creative activities and states of mind demand a concentration and devotion which are simply incompatible with piloting a death–dealing engine along a highway.

it was with a palpable sense of excitement that Woolly realized they were suddenly approaching the Brooklyn Bridge with every intention of driving across it. How truly majestic was its architecture, thought Woolly. How inspiring the cathedral-like buttresses and the cables that soared through the air. What a feat of engineering, especially since it had been built back in eighteen something-something, and ever since had supported the movement of multitudes from one side of the river to the other and back again, every single day. Surely, the Brooklyn Bridge deserved to be on the List.

At the greatest cost! But do you think the achievements of the Americans—envied the world over—came without a cost? Just ask their African brothers. And do you think the engineers who designed their illustrious skyscrapers or built their highways hesitated for one moment to level the lovely little neighborhoods that stood in their way? I guarantee you, Alexander, they laid the dynamite and pushed the plungers themselves. As I’ve said to you before, we and the Americans will lead the rest of this century because we are the only nations who have learned to brush the past aside instead of

It’s like before when there was a huge pile up on the highway, as soon as you got to the point in the traffic jam that you could see the accident, your eyes were glued to the window and you nearly rear ended the guy in front of you so that you can catch a peek at the victims. Sick fucks that we are, we like to witness the suffering of others and say, 'sucks to be them.' We bob our heads to the radio as we open up our engines and tear down the now cleared highway, continuing on with our lives as if we didn’t just witness someone’s spine being scraped off the ground. Come on, you know you’ve done it. Everyone has, and right now is one of those moments.

At the greatest cost! But do you think the achievements of the Americans—envied the world over—came without a cost? Just ask their African brothers. And do you think the engineers who designed their illustrious skyscrapers or built their highways hesitated for one moment to level the lovely little neighborhoods that stood in their way? I guarantee you, Alexander, they laid the dynamite and pushed the plungers themselves. As I’ve said to you before, we and the Americans will lead the rest of this century because we are the only nations who have learned to brush the past aside instead of bowing before it. But where they have done so in service of their beloved individualism, we are attempting to do so in service of the common good.

Engines. That's something else about being a teenager. There are all these engines, and somehow you end up with the ignition keys to some of them and you start them up but you don't know what the fuck they are or what they're supposed to do. There are clues, but that's all. The drug thing is like that, and the booze thing, and the sex thing, and sometimes other stuff too - a summer job that generates a new interest, a trip, a course in school. Engines. they give you the keys and some clues and they say, Start it up, see what it will do, and sometimes what it does is pull you along into a life that's really good and fulfilling, and sometimes what it does is pull you right down the highway to hell and leave you all mangled and bleeding by the roadside.

In fact, mostly what the Forest Service does is build roads. I am not kidding. There are 378,000 miles of roads in America’s national forests. That may seem a meaningless figure, but look at it this way—it is eight times the total mileage of America’s interstate highway system. It is the largest road system in the world in the control of a single body. The Forest Service has the second highest number of road engineers of any government institution on the planet. To say that these guys like to build roads barely hints at their level of dedication. Show them a stand of trees anywhere and they will regard it thoughtfully for a long while, and say at last, “You know, we could put a road here.” It is the avowed aim of the U.S. Forest Service to construct 580,000 miles of additional forest road by the middle of the next century. The reason the Forest Service builds these roads, quite apart from the deep pleasure of doing noisy things in the woods with big yellow machines, is to allow private timber companies to get to previously inaccessible stands of trees. Of the Forest Service’s 150 million acres of loggable land, about two-thirds is held in store for the future. The remaining one-third—49 million acres, or an area roughly twice the size of Ohio—is available for logging. It allows huge swathes of land to be clear-cut, including (to take one recent but heartbreaking example) 209 acres of thousand-year-old redwoods in Oregon’s Umpqua National Forest.

If you were going to start a bioengineering company, Henry, what would you do? Would you make products to help mankind, to fight illness and disease? Dear me, no. That’s a terrible idea. A very poor use of new technology.” Hammond shook his head sadly. “Yet, you’ll remember,” he said, “the original genetic engineering companies, like Genentech and Cetus, were all started to make pharmaceuticals. New drugs for mankind. Noble, noble purpose. Unfortunately, drugs face all kinds of barriers. FDA testing alone takes five to eight years—if you’re lucky. Even worse, there are forces at work in the marketplace. Suppose you make a miracle drug for cancer or heart disease—as Genentech did. Suppose you now want to charge a thousand dollars or two thousand dollars a dose. You might imagine that is your privilege. After all, you invented the drug, you paid to develop and test it; you should be able to charge whatever you wish. But do you really think that the government will let you do that? No, Henry, they will not. Sick people aren’t going to pay a thousand dollars a dose for needed medication—they won’t be grateful, they’ll be outraged. Blue Cross isn’t going to pay it. They’ll scream highway robbery. So something will happen. Your patent application will be denied. Your permits will be delayed. Something will force you to see reason—and to sell your drug at a lower cost. From a business standpoint, that makes helping mankind a very risky business. Personally, I would never help mankind

If you were going to start a bioengineering company, Henry, what would you do? Would you make products to help mankind, to fight illness and disease? Dear me, no. That’s a terrible idea. A very poor use of new technology.” Hammond shook his head sadly. “Yet, you’ll remember,” he said, “the original genetic engineering companies, like Genentech and Cetus, were all started to make pharmaceuticals. New drugs for mankind. Noble, noble purpose. Unfortunately, drugs face all kinds of barriers. FDA testing alone takes five to eight years—if you’re lucky. Even worse, there are forces at work in the marketplace. Suppose you make a miracle drug for cancer or heart disease—as Genentech did. Suppose you now want to charge a thousand dollars or two thousand dollars a dose. You might imagine that is your privilege. After all, you invented the drug, you paid to develop and test it; you should be able to charge whatever you wish. But do you really think that the government will let you do that? No, Henry, they will not. Sick people aren’t going to pay a thousand dollars a dose for needed medication—they won’t be grateful, they’ll be outraged. Blue Cross isn’t going to pay it. They’ll scream highway robbery. So something will happen. Your patent application will be denied. Your permits will be delayed. Something will force you to see reason—and to sell your drug at a lower cost. From a business standpoint, that makes helping mankind a very risky business. Personally, I would never help mankind.

And that unfortunate loss? Was that really an accident,or did you lose deliberately so I wouldn't have to pay the bill?" He shrugged. "My lips are sealed." "I should have known." Once on the open highway he turned on the radio,and they both sang along with Garth as he lamented his papa being a rolling stone. When the song ended,Marilee looked over. "I'll consider that a sermon. According to Garth, a woman would be a fool to lose her heart to a man who'd rather drive a truck than be home with her." Wyatt winked,and in his best imitation of Daffy's smoky voice he said, "Honey, a man may love the open road,but any female with half a brain can figure out how to compete with a truck.Just bat those pretty little red-tipped lashes at any male over the age of twelve, and his brain turns to mush.Next thing you know, instead of revving up his engine, he's on his hands and knees, carrying a toddler on his back around a living room full of toys and baby gear." Though the image was a surprisingly pretty one,Marilee had to wipe tears from her eyes,she was laughing so hard. When she caught her breath she managed to say, "You've got Daffy down so perfectly,you could probably answer the phone at the Fortune Saloon and no one would believe it wasn't her." "She's easy." He chuckled. "I think she's the only female with a voice that's deeper than mine." She looked out the window at the full moon above Treasure Chest Mountain in the distance. "It's a shame to waste such a pretty night.Maybe you ought to pull over and park.We can make out like teenagers." "Not a bad idea." At his arched brow she added, "It would give me a chance to see if I could turn your brain to mush." "Believe it.

So it was always at night, like a werewolf, that I would take the thing out for an honest run down the coast. I would start in Golden Gate Park, thinking only to run a few long curves to clear my head. . . but in a matter of minutes I'd be out at the beach with the sound of the engine in my ears, the surf booming up on the sea wall and a fine empty road stretching all the way down to Santa Cruz. . . not even a gas station in the whole seventy miles; the only public light along the way is an all-​night diner down around Rockaway Beach. There was no helmet on those nights, no speed limit, and no cooling it down on the curves. The momentary freedom of the park was like the one unlucky drink that shoves a wavering alcoholic off the wagon. I would come out of the park near the soccer field and pause for a moment at the stop sign, wondering if I knew anyone parked out there on the midnight humping strip. Then into first gear, forgetting the cars and letting the beast wind out. . . thirty-​five, forty-​five. . . then into second and wailing through the light at Lincoln Way, not worried about green or red signals, but only some other werewolf loony who might be pulling out, too slowly, to start his own run. Not many of these. . . and with three lanes on a wide curve, a bike coming hard has plenty of room to get around almost anything. . . then into third, the boomer gear, pushing seventy-​five and the beginning of a windscream in the ears, a pressure on the eyeballs like diving into water off a high board. Bent forward, far back on the seat, and a rigid grip on the handlebars as the bike starts jumping and wavering in the wind. Taillights far up ahead coming closer, faster, and suddenly -- zaaapppp -- going past and leaning down for a curve near the zoo, where the road swings out to sea. The dunes are flatter here, and on windy days sand blows across the highway, piling up in thick drifts as deadly as any oil-​slick. . . instant loss of control, a crashing, cartwheeling slide and maybe one of those two-​inch notices in the paper the next day: “An unidentified motorcyclist was killed last night when he failed to negotiate a turn on Highway I.” Indeed. . . but no sand this time, so the lever goes up into fourth, and now there's no sound except wind. Screw it all the way over, reach through the handlebars to raise the headlight beam, the needle leans down on a hundred, and wind-​burned eyeballs strain to see down the centerline, trying to provide a margin for the reflexes. But with the throttle screwed on there is only the barest margin, and no room at all for mistakes. It has to be done right. . . and that's when the strange music starts, when you stretch your luck so far that fear becomes exhilaration and vibrates along your arms. You can barely see at a hundred; the tears blow back so fast that they vaporize before they get to your ears. The only sounds are wind and a dull roar floating back from the mufflers. You watch the white line and try to lean with it. . . howling through a turn to the right, then to the left and down the long hill to Pacifica. . . letting off now, watching for cops, but only until the next dark stretch and another few seconds on the edge. . . The Edge. . . There is no honest way to explain it because the only people who really know where it is are the ones who have gone over. The others -- the living -- are those who pushed their control as far as they felt they could handle it, and then pulled back, or slowed down, or did whatever they had to when it came time to choose between Now and Later. But the edge is still Out there. Or maybe it's In. The association of motorcycles with LSD is no accident of publicity. They are both a means to an end, to the place of definitions.

quoting John Howard from MIT, “It does not belittle them to say that, just as war is too important to be left to the generals, so highways are too important to leave to the highway engineers.

We sped down the highway in the sleek, black Ferrari. The throaty rumble of its engine sounded strong. The car was perfect for Ren, my hero, my champion. I’d hit such a low and let any integrity I had left molest itself into something dark, ugly, and self destructive. Ren had come to rescue me as only a hero could.

THINK OF THE WAY a stretch of grass becomes a road. At first, the stretch is bumpy and difficult to drive over. A crew comes along and flattens the surface, making it easier to navigate. Then, someone pours gravel. Then tar. Then a layer of asphalt. A steamroller smooths it; someone paints lines. The final surface is something an automobile can traverse quickly. Gravel stabilizes, tar solidifies, asphalt reinforces, and now we don’t need to build our cars to drive over bumpy grass. And we can get from Philadelphia to Chicago in a single day. That’s what computer programming is like. Like a highway, computers are layers on layers of code that make them increasingly easy to use. Computer scientists call this abstraction. A microchip—the brain of a computer, if you will—is made of millions of little transistors, each of whose job is to turn on or off, either letting electricity flow or not. Like tiny light switches, a bunch of transistors in a computer might combine to say, “add these two numbers,” or “make this part of the screen glow.” In the early days, scientists built giant boards of transistors, and manually switched them on and off as they experimented with making computers do interesting things. It was hard work (and one of the reasons early computers were enormous). Eventually, scientists got sick of flipping switches and poured a layer of virtual gravel that let them control the transistors by punching in 1s and 0s. 1 meant “on” and 0 meant “off.” This abstracted the scientists from the physical switches. They called the 1s and 0s machine language. Still, the work was agonizing. It took lots of 1s and 0s to do just about anything. And strings of numbers are really hard to stare at for hours. So, scientists created another abstraction layer, one that could translate more scrutable instructions into a lot of 1s and 0s. This was called assembly language and it made it possible that a machine language instruction that looks like this: 10110000 01100001 could be written more like this: MOV AL, 61h which looks a little less robotic. Scientists could write this code more easily. Though if you’re like me, it still doesn’t look fun. Soon, scientists engineered more layers, including a popular language called C, on top of assembly language, so they could type in instructions like this: printf(“Hello World”); C translates that into assembly language, which translates into 1s and 0s, which translates into little transistors popping open and closed, which eventually turn on little dots on a computer screen to display the words, “Hello World.” With abstraction, scientists built layers of road which made computer travel faster. It made the act of using computers faster. And new generations of computer programmers didn’t need to be actual scientists. They could use high-level language to make computers do interesting things.* When you fire up a computer, open up a Web browser, and buy a copy of this book online for a friend (please do!), you’re working within a program, a layer that translates your actions into code that another layer, called an operating system (like Windows or Linux or MacOS), can interpret. That operating system is probably built on something like C, which translates to Assembly, which translates to machine language, which flips on and off a gaggle of transistors. (Phew.) So, why am I telling you this? In the same way that driving on pavement makes a road trip faster, and layers of code let you work on a computer faster, hackers like DHH find and build layers of abstraction in business and life that allow them to multiply their effort. I call these layers platforms.

But do you think the achievements of the Americans—envied the world over—came without a cost? Just ask their African brothers. And do you think the engineers who designed their illustrious skyscrapers or built their highways hesitated for one moment to level the lovely little neighborhoods that stood in their way? I guarantee you, Alexander, they laid the dynamite and pushed the plungers themselves. As I’ve said to you before, we and the Americans will lead the rest of this century because we are the only nations who have learned to brush the past aside instead of bowing before it. But where they have done so in service of their beloved individualism, we are attempting to do so in service of the common good.

What is proximate for one nation, one organization, or even one person may be far out of reach to another. The obvious reason is differences in skills and accumulated resources. My understanding of this was sharpened during an afternoon discussion about helicopters. A man I know only as PJ lives on the East Cape of Baja California, about thirty miles north of San Jose del Cabo, on the Sea of Cortez. He is now a surfer and fisherman, but PJ was once a helicopter pilot, first in Vietnam, and then in rescue work. The land in Baja California is unspoiled by shopping malls, industry, paved highways, or fences. Sitting on a hilltop in the warm winter we could see the gray whales jump and hear their tails slap on the water. Making conversation, I offered that “helicopters should be safer than airplanes. If the engine fails, you can autorotate to the ground. It’s like having a parachute.” PJ snorted. “If your engine fails you have to pull the collective all the way down, get off the left pedal and hit the right pedal hard to get some torque. You have about one second to do this before you are dropping too fast.” He paused and then added, “You can do it, but you better not have to think about it.” “So, everything has to be automatic?” I asked.

Chet Morton, who was a school chum of the Hardy boys, lived on a farm about a mile out of Bayport. The pride of Chet’s life was a bright yellow jalopy which he had named Queen. He worked on it daily to “soup up” the engine. Frank and Joe retraced their trip for a few miles, then turned onto a country road which led to the main highway on which the Morton farm was situated.

There really was a secret conspiracy of businessmen at the turn of the century, with strange and disturbing ideas. They talked about building a ‘City of the Future’ in the desert, near the Pacific coast, a cursed place where the Indians were afraid to go. Shining towers of glass and chrome, sixteen-lane elevated highways, service stations and billboards as far as the eye can see, vast aqueducts to suck up all the water in a thousand-mile radius, clear skies 284 days out of the year, five hundred square miles of unbroken pavement, and vast power plants to supply air conditioning for five million people just to make it livable!” “It sounds hellish,” said Philo. “Who would want to live there?” “They believed that the people should be designed to fit the city, not the other way around. They called it ‘social engineering.

Q: What can ordinary people with busy lives and not a lot of political access do to address this stuff? You can try to address it in your own life. You can try to set up your life so you have to drive as little as possible. In so doing, you vote with your feet and your wallet. When more people bike, walk and use public transit, there is greater pressure on elected officials and government agencies to improve these modes of transportation. It thus increases the profitability of public transit and makes cities more desirable places to live. It also helps reduce your carbon footprint and reduces the amount of money going to automobile manufacturers, oil companies and highway agencies. In a globally connected capitalist world, cities and countries are competing for highly skilled labor—programmers, engineers, scientists, etc. To some degree, these people can live anywhere they want. So San Francisco or my current city in Minnesota aren’t just competing with other U.S. cities but are competing with cities in Europe for the best and brightest talent. Polls and statistics show that more and more skilled people want to live in cities that are walkable, bikeable and have good public transit. Also our population is aging and realizing that they don’t want to be trapped in automobile-oriented retirement communities in Florida or the southwest USA. They also want improved walkability and transit. Finally, there’s been an explosion of obesity in the USA with resulting increases in healthcare costs. Many factors contribute to this but increased amounts of driving and a lack of daily exercise are major factors. City, state and business leaders in the US are increasingly aware of all this. It is part of Gil Peñalosa’s “8-80” message (the former parks commissioner of Bogotá, Colombia) and many other leaders. (2015 interview with Microcosm Publishing)

This flexibility meant that local political arrangements influenced the location of urban expressways, thus allowing engineers, truckers, or planners to remodel American cities.

By the early 1950s, BPR engineers had seemingly lost interest in the broader implications of highway building and focused instead on facilitating automobile and truck transportation.

BPR and state highway engineers had enormous confidence in their own expertise, but they were unprepared for the upsurge of citizen opposition to the urban interstates.

Put another way, road engineers had relied on the supposedly apolitical principles of highway building as their major form of political expression.

In this reset, the Media Mongols and Tech Giants work in cooperation with the new global agenda. These companies stand to financially benefit as they control computers, search engines, and the information highway, being globally linked, controlling all news and propaganda in every nation. They see billions of dollars being made in a one-world government.

Senderovsky had only learned to drive three years ago, at the milestone age of forty-five, and only within the limits of a country setting. The highway on the other side of the river unsettled him. He was a fiercely awful driver. The half-empty local roads inspired him to 'gun' the engine of his sturdy but inflexible Swedish automobile, and he saw the yellow stripes bisecting the roads as suggestions meant for 'less experienced drivers,' whoever that might be. Because he did not believe in road marks or certain aspects of relativity, the concept of a blind curve continued to elude him. (His wife no longer allowed him to drive with their child onboard.) What was worse, he had somewhere picked up the phrase 'tooling around.

Best Budget Travel Destinations Ever Are you looking for a cheap flight this year? Travel + Leisure received a list of the most affordable locations this year from one of the top travel search engines in the world, Kayak. Kayak then considered the top 100 locations with the most affordable average flight prices, excluding outliers due to things like travel restrictions and security issues. To save a lot of money, go against the grain. Mexico Unsurprisingly, Mexico is at the top of the list of the cheapest places to travel in 2022. The United States has long been seen as an accessible and affordable vacation destination; low-cost direct flights are common. San José del Cabo (in Baja California Sur), Puerto Vallarta, and Cancun are the three destinations within Mexico with the least expensive flights, with January being the most economical month to visit each. Fortunately, January is a glorious month in each of these beachside locales, with warm, balmy weather and an abundance of vibrant hues, textures, and flavors to chase away the winter blues. Looking for a city vacation rather than a beach vacation? Mexico City, which boasts a diverse collection of museums and a rich Aztec heritage, is another accessible option in the country. May is the cheapest month to travel there. Chicago, Illinois Who wants to go to Chicago in the winter? Once you learn about all the things to do in this Midwest winter wonderland and the savings you can get in January, you'll be convinced. At Maggie Daley Park, spend the afternoon ice skating before warming up with some deep-dish pizza. Colombia Colombia's fascinating history, vibrant culture, and mouthwatering cuisine make it a popular travel destination. It is also inexpensive compared to what many Americans are used to paying for items like a fresh arepa and a cup of Colombian coffee. The cheapest month of the year to fly to Bogotá, the capital city, is February. The Bogota Botanical Garden, founded in 1955 and home to almost 20,000 plants, is meticulously maintained, and despite the region's chilly climate, strolling through it is not difficult. The entrance fee is just over $1 USD. In January, travel to the port city of Cartagena on the country's Caribbean coast. The majority of visitors discover that exploring the charming streets on foot is sufficient to make their stay enjoyable. Tennessee's Music City There's a reason why bachelorette parties and reunions of all kinds are so popular in Music City: it's easy to have fun without spending a fortune. There is no fee to visit a mural, hot chicken costs only a few dollars, and Honky Tonk Highway is lined with free live music venues. The cheapest month to book is January. New York City, New York Even though New York City isn't known for being a cheap vacation destination, you'll find the best deals if you go in January. Even though the city never sleeps, the cold winter months are the best time for you to visit and take advantage of the lower demand for flights and hotel rooms. In addition, New York City offers a wide variety of free activities. Canada Not only does our neighbor Mexico provide excellent deals, but the majority of Americans can easily fly to Canada for an affordable getaway. In Montréal, Quebec, you must try the steamé, which is the city's interpretation of a hot dog and is served steamed in a side-loading bun (which is also steamed). It's the perfect meal to eat in the middle of February when travel costs are at their lowest. Best of all, hot dogs are inexpensive and delicious as well as filling. The most affordable month to visit Toronto, Ontario is February. Even though the weather may make you wary, the annual Toronto Light Festival, which is completely free, is held in February in the charming and historic Distillery District. Another excellent choice at this time is the $5 Bentway Skate Trail under the Gardiner Expressway overpass.

a beat-up red van pulled off onto the shoulder of the highway right in front of us. The side door slid open. Beth and I jumped inside the van and slammed the door shut. The van was full of black people. A man and woman were in the front seat. We were in the back with an old woman and two small children. I said, “Hey.” There was no response. I continued, “I hope you’re heading for Dallas. That’s where we were heading. Thanks for stopping.” The man driving didn’t say a word. He just looked at me in the rearview mirror. He started the engine. I repeated, “You are going to Dallas, aren’t you?” He just looked at me again in the rearview, put the car into gear, and off we went. I watched the bus get smaller and smaller out the back window and I thought how clever we were. I started talking to the people in the back of the van. The old woman put her hand on one of the children to quiet any urge to speak. Silence. No one looked at Beth or me. It was tense. Now I wondered how this ride would end. Around sundown, the van pulled off the road in the outskirts of Dallas. The man driving said, “We’re not going any farther. You have to get out here.” I nodded and opened the van door. “Hey, thanks for the lift,” I said. “I was afraid no one would pick up hitchhikers anymore.” “What? You were hitchhiking? We never even saw you. We had just pulled over to change drivers. You jumped into the car and said, ‘Drive us to Dallas.’ We thought you were kidnappers.

HE CALLED HIMSELF THE LIZARD King. The prostitutes known as lot lizards feared him. More precisely, they feared his legend, the idea of him. None of them who’d ever seen his face up close lived to describe it. He was parked in the back row of trucks with his diesel engine idling, his running lights muted, his hair slicked back, and a bundle of tools on the floorboard on the right side of his seat within easy reach. He was hunting but there was no need to go after his prey. The lot lizards would come to him.

And she got the feeling that Boots Smith's relationship to this swiftly moving car was no ordinary one. He wasn't just a black man driving a car at a pell-mell pace. He had lost all sense of time and space as the car plunged forward into the cold, white night. The act of driving the car made him feel he was a powerful being who could conquer the world. Up over hills, fast down on the other side. It was like playing god and commanding everything within hearing to awaken and listen to him. The people sleeping in the white farmhouses were at the mercy of the sound of his engine roaring past in the night. It brought them half-awake—disturbed, uneasy. The cattle in the barns moved in protest, the chickens stirred on their roosts and before any of them could analyze the sound that had alarmed them, he was gone—on and on into the night. And she knew, too, that this was the reason white people turned scornfully to look at Negroes who swooped past them on the highways. 'Crazy niggers with autos' in the way they looked. Because they sensed that the black men had to roar past them, had for a brief moment to feel equal, feel superior; had to take reckless chances going around curves, passing on hills, so that they would be better able to face a world that took pains to make them feel that they didn't belong, that they were inferior. Because in that one moment of passing a white man in a car they could feel good and the good feeling would last long enough so that they could hold their heads up the next day and the day after that. And the white people in the cars hated it because—and her mind stumbled over the thought and then went on—because possibly they, too, needed to go on feeling superior. Because if they didn't, it upset the delicate balance of the world they moved in when they could see for themselves that a black man in a ratclap car could overtake and pass them on a hill. Because if there was nothing left for them but that business of feeling superior to black people, and that was taken away even for the split second of one car going ahead of another, it left them with nothing.

Sheriff Tubman padded down his driveway in a blue bathrobe cinched tight and fat moccasin slippers. His hair was mussed and his ankles were skinny and mottled and so white they almost looked blue in the dawn. As he bent over to retrieve his newspaper he heard the sound of the motor and looked up, puzzled. Cassie watched him closely as he registered who was in the county Ford. As she pulled up in front of him and stopped, he rose to full height and squinted at her through the windshield, holding the newspaper down at his side. His studied arrogance hadn’t kicked in yet, which is what she counted on. She shoved the big Ford into park and climbed out. The front bumper of the vehicle was just a few feet away from him. She got out and shut the door but kept the engine running. The purr of the motor was the only sound. “Nice place,” she said, walking up alongside the vehicle. She took a side step at the front and leaned back against the grille and crossed her arms under her breasts. It was a posture she’d seen Cody Hoyt assume many times; passive but judgmental at the same time. She’d been surprised how many times perps started yapping and volunteering information they never would otherwise because they assumed Cody had the goods on them.

that he was about to black out and he was glad: at that moment there was nothing he wanted more than oblivion. CHAPTER 36 Even though he was following the news closely on the radio, Dinu had trouble understanding exactly what was under way in northern Malaya. The bulletins mentioned a major engagement in the region of Jitra but the reports were inconclusive and confusing. In the meantime, there were other indications of the way the war was going, all of them ominous. One of these was an official newspaper announcement listing the closing of certain post offices in the north. Another was the increasing volume of southbound traffic: a stream of evacuees was pouring down the north–south highway in the direction of Singapore. One day, on a visit to Sungei Pattani, Dinu had a glimpse of this exodus. The evacuees seemed to consist mainly of the families of planters and mining engineers. Their cars and trucks were filled with household objects—furniture, trunks, suitcases. He came across a truck that was loaded with a refrigerator, a dog and an upright piano. He spoke to the man who was driving the truck: he was a Dutchman, the manager of a rubber plantation near Jitra. His family was sitting crowded in the truck’s cab: his wife, a newborn baby and two girls. The Dutchman said he’d managed to get out just ahead of the Japanese. His advice to Dinu was to leave as soon as possible—not to make the mistake of waiting until the last minute. That night, at Morningside, Dinu told Alison exactly what the Dutchman had said. They looked at each other in silence: they had been over the subject several times before. They knew they had very few choices. If they went by road, one of them would have to stay behind—the estate’s truck was in no shape to make the long journey to Singapore and the Daytona would not be able to carry more than two passengers over the

This picture shows someone standing next to a broken-down car on the side of a small country road. In this scenario, how many people might stop and ask the motorist if everything is OK? Because it’s a small road in a small community, probably everyone who passes by. However, how many times have motorists been stuck on the side of a busy highway in the middle of a large city and had thousands of cars simply drive by without anyone stopping and asking if everything is OK? All the time. This is a good example of the diffusion of responsibility. As cities get busier and more crowded, people assume the motorist has already called or help is on the way due to the large number of people witnessing the event. However, in most of these cases help is not on the way, and the motorist is stuck with a dead or forgotten cell phone, unable to call for help. An effective architect not only helps guide the development team through the implementation of the architecture, but also ensures that the team is healthy, happy, and working together to achieve a common goal. Looking for these three warning signs and consequently helping to correct them helps to ensure an effective development team.

Chinese troops did not engage the US forces in ground warfare in the South but provided military assistance to the NVA and NLF in air defense, combat engineering, railroad and highway construction and maintenance, and communication network establishment in the North; and finance and logistics in the South.

Cadillac it was, then. A chassis was ordered and all the protective paraphernalia. Coachcraft, the auto bodybuilder over on Melrose Avenue in West Hollywood, were engaged to make it bulletproof. One of the Coachcraft partners, Burt Chalmers, set up a private area to keep the engineering work under wraps. ‘It was the goddamnedest thing you’d ever seen,’ reported Cohen. ‘The bottom of the car was flat – bombproof. It felt like a tank. The glass was made so you could shoot out, but killers could be standing by the windscreen blasting you and nothing would come in.’ Coachcraft ran endless tests on the car’s protective shield, including having it fired on by California Highway Patrol high-powered rifles. They didn’t penetrate. The Cadillac went on to be ‘test driven’ by everything but a bazooka and survived intact. Cohen spent the equivalent of $250,000 on his personal tank.

Mr. Fortin dragged himself out of the tent and followed me to our tent. He stuck his head in the door and made a quick visual assessment of Robert. Robert told Mr. Fortin he was feeling very sick. Mr. Fortin didn’t keep his head in the tent long. He told Robert he would try to see if he could get into Bonner Springs and get Robert some medicine to calm his upset stomach. We heard a car start, some tire spinning, and then the sound of its engine faded as Mr. Fortin ventured bravely down the steep road to the highway below. I went back into the tent and piled dirt over the disgusting mixture on the floor of the tent and held my breath until I was back inside my cocoon.

Engineer’s fascination with CPVC began in the mid-1990s. During this period, in the construction and plumbing industry, pipes were still made of iron and copper. Engineer saw that corrosion was a major problem with galvanized pipes and India was materially behind the evolution curve in the use of plastics for pipes. In the United States, CPVC was the new anti-corrosion solution for plastic pipes, which was swiftly replacing metal (iron and copper) pipes in industrial applications. CPVC was also a superior product compared to PVC because of higher ductile strength, which gave it the ability to handle hot water up to 200 degrees Fahrenheit (93° Celsius) (PVC can handle hot water only up to 140 degrees Fahrenheit [60° Celsius]). B.F. Goodrich (now known as Lubrizol) held the patent for CPVC resin technology, and Engineer decided to tie up with them to bring CPVC to India. He travelled to the United States to forge a techno-financial joint venture (JV) deal with Thompson Plastics of USA, which provided Astral with the technical know-how for setting up the CPVC plant. Astral also acquired the licence for CPVC resin procurement from Lubrizol (the first Indian company to do so). With a JV partner on board and a licence in his hand, Engineer set up Astral Poly Technik in March 1996. Thompson put up 20 per cent of equity for the company and Engineer approached his uncle to fund another 20 per cent. For his personal equity contribution, Engineer sold his house in Ahmedabad. I met Engineer at Astral’s corporate office located off the bustling Sarkhej–Gandhinagar Highway and behind the prestigious Rajpath Club in Ahmedabad. Recalling those early days, Engineer told me, ‘There was a time when everything my father-in-law and I owned was mortgaged to build Astral.

Greatest engineering achievements of 20th century ranked by National Academy of Engineering: 1. Electrification 2. Automobile 3. Airplane 4. Water supply and distribution 5. Electronics 6. Radio and Television 7. Mechanization of agriculture 8. Computers 9. The telephone system 10. Air-Conditioning and Refrigeration 11. Highways 12. Spacecraft 13. The Internet 14. Imaging 15. Household appliances 16. Health technologies 17. Petroleum and Petrochemical Technologies 18. Lasers and Fiber-optics 19. Nuclear technologies 20. High performance materials

Hellooo.” The ferry captain shot a thumb at her Jeep. “Gonna get it off ?” “Oh.” She laughed. “Sorry.” Releasing Nicole, she ran back onto the ferry and slid behind the wheel. By the time she revved the engine, Nicole was in the passenger’s seat, sliding a hand over the timeworn dashboard. “I am paying you for this.” Charlotte shot her a startled look and inched forward. “For this car? You are not.” “You wouldn’t have bought it if it weren’t for my book, and you won’t take money for that.” “Because it’s your book. I’m just along for the ride.” She laughed at her own words. “Can you believe, this is the first car I’ve ever owned?” She eased it onto the dock. “Is it real or what?” “Totally real,” Nicole said, though momentarily wary. “Safe on the highway?” “It got me here.” Charlotte waved at the captain. “Thank you!” Still crawling along, she drove carefully off the pier. When she was on firm ground, she stopped, angled sideways in the seat, and addressed the first of the ghosts. “I’m sorry about your dad, Nicki. I wanted to be there. I just couldn’t.” Seeming suddenly older, Nicole smiled sadly. “You were probably better off. There were people all over the place. I didn’t have time to think.” “A heart attack?” “Massive.” “No history of heart problems?” “None.” “That’s scary. How’s Angie?” Nicole’s mother. Charlotte had phoned her, too, and though Angie had said all the right words—Yes, a tragedy, he loved you, too, you’re a darling to call—she had sounded distracted. “Bad,” Nicole confirmed. “They were so in love. And he loved Quinnipeague. His parents bought the house when he was little. He actually proposed to Mom here. They always said that if I’d been a boy, they’d have named me Quinn. She can’t bear to come now. That’s why she’s selling. She can’t even come to pack up. This place was so him.” “Woo-hoo,” came a holler that instantly lifted the mood. “Look who’s here!” A stocky woman, whose apron covered a T-shirt and shorts, was trotting down the stairs from the lower deck of the Chowder House. Dorey Jewett had taken over from her father midway through Charlotte’s summers here and had brought the place up to par with the best of city restaurants. She had the gleaming skin of one who worked over steam, but the creases by her eyes, as much from smiling as from squinting over the harbor, suggested she was nearing sixty. “Missy here

The drive home was excruciating; Fuld sat in the backseat feeling paralyzed. Gone was the bluster, the gusto, the fight. He was still angry, but really, he was just sad. For once, it was completely quiet except for the hum of the engine and the tires rolling down the highway.

Men stumbled away toward illusions in the brutal light. Men thought they were home, walking into their front doors, hugging their wives, making love. Still they walked. Men were swimming. Men were killing Mendez. Men were on the beach, collecting shells and watching their children splash. Their women stood naked before them, soft bellies, hands on ribs, breasts. Men hid their faces from a furious God. And they walked. A voice was heard in the light-shatter, saying “He’s going to die. Lay him down here and let him die. Keep walking.” The desert, out of focus and suddenly terribly sharp, burst white and yellow in their eyes. It tilted. Elongated. It was at an impossible angle! It tipped up towards the sun, and if they didn’t crawl, they would slide right off it and fall forever. It made noise: there were engines beneath the desert. It made evil grinding noises, mechanical humming. No, it was insectile, the screech of hunger and derision. The devils were under the rocks, spitting insults. The black head laughed. I believe in God the father, creator of heaven and earth. No, it did not fucking laugh—- it was silent as a graveyard out there. Just the crunch and slide, crunch and slide, of endless hopeless footsteps. Hundreds of footsteps.

Imagination is the Engine. Content is the Fuel. Social Media is the Highway. Marketing is the Roadmap. Sales is the Destination. Culture is the GPS.

It is not coincidence that, as Raymond Money puts it, “from the pyramids of Egypt, the rebuilding of Rome after Nero’s fire, to the creation of the great medieval cathedrals…all great public works have been somehow associated with autocratic power.” It was no accident that most of the world’s great roads —ancient and modern alike—had been associated with totalitarian regimes, that it took a great Khan to build the great roads of Asia, a Darius to build the Royal Road across Asia Minor, a Hitler and a Mussolini to build the Autobahnen and autostrade of Europe, that during the four hundred years in which Rome was a republic it built relatively few major roads, its broad highways beginning to march across the known earth only after the decrees calling for their construction began to be sent forth from the Capitol by a Caesar rather than a Senate. Whether or not it is true, as Money claims, that “pure democracy has neither the imagination, nor the energy, nor the disciplined mentality to create major improvement,” it is indisputably true that it is far easier for a totalitarian regime to take the probably unpopular decision to allocate a disproportionate share of its resources to such improvements, far easier for it to mobilize the men necessary to plan and build them; the great highways of antiquity awaited the formation of regimes capable of assigning to their construction great masses of men ( Rome’s were built in large part by the legions who were to tramp along them); at times, the great highways of the modern age seemed to be awaiting some force capable of assigning to their planning the hundreds of engineers, architects and technicians necessary to plan them. And most important, it is far easier for a totalitarian regime to ignore the wishes of its people, for its power does not derive from the people. Under such a regime it is not necessary for masses of people to be persuaded of an improvement’s worth; the persuasion of a single mind is sufficient.

Though time management seems a problem as old as time itself, the science of scheduling began in the machine shops of the industrial revolution. In 1874, Frederick Taylor, the son of a wealthy lawyer, turned down his acceptance at Harvard to become an apprentice machinist at Enterprise Hydraulic Works in Philadelphia. Four years later, he completed his apprenticeship and began working at the Midvale Steel Works, where he rose through the ranks from lathe operator to machine shop foreman and ultimately to chief engineer. In the process, he came to believe that the time of the machines (and people) he oversaw was not being used very well, leading him to develop a discipline he called “Scientific Management.” Taylor created a planning office, at the heart of which was a bulletin board displaying the shop’s schedule for all to see. The board depicted every machine in the shop, showing the task currently being carried out by that machine and all the tasks waiting for it. This practice would be built upon by Taylor’s colleague Henry Gantt, who in the 1910s developed the Gantt charts that would help organize many of the twentieth century’s most ambitious construction projects, from the Hoover Dam to the Interstate Highway System. A century later, Gantt charts still adorn the walls and screens of project managers at firms like Amazon, IKEA, and SpaceX.

Guilt is God's idea. He uses it the way highway engineers use rumble strips. When we swerve off track, they call us back. Guilt does the same. It leaves us "more alive, more concerned, more sensitive, more reverant, more human, more passionate,more responsible.

oaks, the forest opened up and we flew in an oval pattern around the scene. The grille of a blue Mustang was nosed up against an earthen barrier, the vehicle’s doors open. Two bodies, both male, were sprawled nearby in the grass. Between the long drying sheds, three gray, refrigerated semitrailers were lined nose to tail like elephants on parade. The truck windows and windshields were shot through and spiderwebbed. Behind the last semi was a black Dodge Viper with two dead men in the front seat. The pilot landed out by the highway, where a perimeter had been established. After checking in with the Virginia State Police lieutenant and the county sheriff, we went to the crime scene on foot. It was hot. Insects buzzed and drummed in the forest around the tobacco facility. Truck engines idling swallowed the sound of blowflies gathering around the Viper. “They’ve swept their way out again,” Mahoney said when we were ten yards from the Dodge. I looked at the glistening dirt road between the Viper and us. I saw faint grooves in the moist dirt and said, “Or raked.” The door to the muscle car was ajar. The window was down. The driver had taken a slug through the back of the skull, left occipital. Blood spattered the windshield and almost covered two bullet holes, one exiting, and one entering. The passenger in the Viper had been rocked back, his left eye a bloody socket and a spray of carnage behind him.

The Model S also offered a way to fix issues in a manner that people had never before encountered with a mass-produced car. Some of the early owners complained about glitches like the door handles not popping out quite right or their windshield wipers operating at funky speeds. These were inexcusable flaws for such a costly vehicle, but Tesla typically moved with clever efficiency to address them. While the owner slept, Tesla’s engineers tapped into the car via the Internet connection and downloaded software updates. When the customer took the car out for a spin in the morning and found it working right, he was left feeling as if magical elves had done the work. Tesla soon began showing off its software skills for jobs other than making up for mistakes. It put out a smartphone app that let people turn on their air-conditioning or heating from afar and to see where the car was parked on a map. Tesla also began installing software updates that imbued the Model S with new features. Overnight, the Model S sometimes got new traction controls for hilly and highway driving or could suddenly recharge much faster than before or possess a new range of voice controls. Tesla had transformed the car into a gadget—a device that actually got better after you bought it. As Craig Venter, one of the earliest Model S owners and the famed scientist who first decoded man’s DNA, put it, “It changes everything about transportation. It’s a computer on wheels.” The

Economic growth requires investment in things—more machines, more basic facilities like highways or broadband—and in people, who need more and better education. Knowledge needs to be acquired and extended. Some of that extension is the product of new basic science, and some of it comes from the engineering that turns science into goods and services, and from the endless tweaking and improvement of design that, over time, turned a Model-T Ford into a Toyota Camry, or my clunky personal computer of 1983 into the sleek, almost weightless, and infinitely more powerful laptop on which I am writing this book. Investment in research and development enhances the flow of innovation, but new ideas can come from anywhere; the stock of knowledge is international, not national, and new ideas disperse quickly from the places where they are created. Innovation also needs entrepreneurs and risk-taking managers to find profitable ways of turning science and engineering into new products and services. This will be difficult without the right institutions. Innovators need to be free from the risk of expropriation, functioning law courts are needed to settle disputes and protect patents, and tax rates cannot be too high. When all of these conditions come together—as they have in the United States for a century and a half—we get sustained economic growth and higher living standards.

Florida is full of long-range, unending road jobs that break the backs, pocketbooks, and hearts of the roadside business. The primitive, inefficient, childlike Mexicans somehow manage to survey, engineer, and complete eighty miles of high-speed divided highway through raw mountains and across raging torrents in six months. But the big highway contractors in Florida take a year and a half turning fifteen miles of two-lane road across absolutely flat country into four-lane divided highway. The difference is in American know-how. It's know-how in the tax problems, and how to solve them. The State Road Department says a half-year contract will cost the State ten million, and a one-year contract will cost nine, and a year-and-a-half deadline will go for eight. Then Doakes can take on three or four big jobs simultaneously, and lease the equipment from a captive corporation. and listlessly move the equipment from job to job, and spread it out to gain the biggest profit. The only signs of frantic activity can be two or three men with cement brooms who look at first like scarecrows but, when watched carefully, can be perceived to move, much like the minute hand on a clock.

The fact that my parents did not have the where-with-all to buy toys, didn’t slow me down. Sometimes at the nearby dumps or in garbage cans, I would find discarded toys that could be repaired. In some cases, my father would restore a toy, such as my pedal fire engine that he fixed and repainted. My cousin Walter and I enjoyed years of peddling around, bumping into things and pretending to put out non-existing fires. Never mind that it had been restored, for us it was as good, if not better, than new. Papa was fairly handy. He didn’t always get it right, but more often than not he fixed things good enough for them to work again. He was also a reasonably good artist and painted copies of artwork done by well-known artists. For whatever reason, I never saw him do anything original, but his work did inspire me to try painting and construct things by myself. Much of the material I used came from the other side of U.S. Highway 1, or Tonnele Avenue, where the dumps were located. I didn’t know it at the time, however Tonnele Avenue was named after John Tonnele, a farmer and politician in the 1800’s. There were also some railroad tracks that I had to cross, but the dangers of crossing a highway or railroad tracks didn’t stop me, even though there were frequent articles in the Jersey Journal of people getting hurt or killed doing exactly this. To me the dumps were a warehouse of treasures.

Since1936, Congress has authorized the Corps of Engineers to construct hundreds of miles of levees, flood walls, and channel improvements and approximately 375 major reservoirs. These remarkable engineering projects today comprise one of the largest single additions to the nation’s physical plant - rivaled only by the highway system.

The terrific thing about the science of emergence is that once we understand a phase transition, we can begin to manage it. We can design stronger materials, build better highways, create safer forests—and engineer more innovative teams and companies.

In the early 1990s, a pair of physicists showed that below a critical density of cars on the highway, traffic flow is stable. Small disruptions—drivers tapping their brakes when squirrels run by—have no effect. Traffic engineers call that a smooth flow state. But above that threshold, traffic flow suddenly becomes unstable. Small disruptions grow exponentially. That’s a jammed flow state. The sudden change between smooth and jammed flow is a phase transition.

The tables are crowded with American civilian construction engineers, men getting $30,000 a year from their jobs on government contracts and matching that easily on the black market. Their faces have the look of aerial photos of silicone pits, all hung with loose flesh and visible veins. Their mistresses were among the prettiest, saddest girls in Vietnam. I always wondered what they had looked like before they’d made their arrangements with the engineers. You’d see them at the tables there, smiling their hard, empty smiles into those rangy, brutal, scared faces. No wonder those men all looked alike to the Vietnamese. After a while they all looked alike to me. Out on the Bien Hoa Highway, north of Saigon, there is a monument to the Vietnamese war dead, and it is one of the few graceful things left in the country. It is a modest pagoda set above the road and approached by long flights of gently rising steps. One Sunday, I saw a bunch of these engineers gunning their Harleys up those steps, laughing and shouting in the afternoon sun. The Vietnamese had a special name for them to distinguish them from all other Americans; it translated out to something like “The Terrible Ones,” although I’m told that this doesn’t even approximate the odium carried in the original.

Ruling Venezuela as the unelected military strongman from 1948 to 1950 and as President from 1952 to 1958. The President of Venezuela was Marcos Pérez Jiménez, a Venezuelan General, who also considered himself to be a civil engineer. He spent much of the country’s oil profits modernizing the infrastructure, including the construction of the new Caracas to La Guaira highway. The new road was terribly expensive requiring bridges and tunnels. Two tunnels alone cost $20,000,000 and nearly broke the State Treasury, but the road was completed in 1953, just in time for me to ride on it up the mountains to Caracas. The old taxi went uphill at very steep angles, reaching an altitude of 7,400 feet before dipping back down into the city. Looking into the deep ravines next to what had been the old road, I could see wrecks of the vehicles that were unlucky enough to have gone off the road. Finally crossing the top of the Coastal ridge, we followed the winding road down into the extinct volcanic basin that housed the capital city. As we got closer to the downtown district, I noticed that the Guardia National police were everywhere! The traffic was horrendous and there was a layer of smog in the valley, but everything was reasonably quiet except for loud banging sounds. Since there was a noise ordinance in Caracas, cars were not permitted to blow their horns. Instead, the cabdrivers banged the side of their car door with their hand.

That’s a fact the United States is learning the hard way. The most recent report on America’s infrastructure by the American Society of Civil Engineers gives the nation’s roads a grade of D. One-fifth of America’s highways and one-third of its urban roads are in “poor” condition, inflicting $112 billion worth of extra repair and operating costs on American drivers.25 According to the Federal Highway Administration, nearly one-quarter of all America’s bridges are structurally deficient or functionally obsolete.

It was no accident that one of the advertising slogans for Holiday Inn, a chain that found success by building hundreds of motels near freeways and interstates, was “Holiday Inn. The best surprise is no surprise.” In this way, freeways have helped to rob many places of their personalities, smothering regional character under a blanket of sand and gravel. The interstates are designed to be monotonous, engineered to the same standards, governed by the same speed limits, with signs in identical colors and fonts indicating the distance to the next city. As a result they induce highway hypnosis, providing an experience less like motoring than like sitting on a vast concrete conveyor belt, cruise-controlling along with no effort required beyond keeping one eye on the road and another on your gas gauge, for mile after mile after mile. That numbing sameness reduces the landscape to a blur interrupted at regular intervals by overbright outposts of gas stations and fast-food chains, replicated in slightly different configurations right across the entire country, so that you can have breakfast at a Denny’s in the morning in Nashville and dinner at what appears to

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.

Performance Tactics on the Road Tactics are generic design principles. To exercise this point, think about the design of the systems of roads and highways where you live. Traffic engineers employ a bunch of design “tricks” to optimize the performance of these complex systems, where performance has a number of measures, such as throughput (how many cars per hour get from the suburbs to the football stadium), average-case latency (how long it takes, on average, to get from your house to downtown), and worst-case latency (how long does it take an emergency vehicle to get you to the hospital). What are these tricks? None other than our good old buddies, tactics. Let’s consider some examples: • Manage event rate. Lights on highway entrance ramps let cars onto the highway only at set intervals, and cars must wait (queue) on the ramp for their turn. • Prioritize events. Ambulances and police, with their lights and sirens going, have higher priority than ordinary citizens; some highways have high-occupancy vehicle (HOV) lanes, giving priority to vehicles with two or more occupants. • Maintain multiple copies. Add traffic lanes to existing roads, or build parallel routes. In addition, there are some tricks that users of the system can employ: • Increase resources. Buy a Ferrari, for example. All other things being equal, the fastest car with a competent driver on an open road will get you to your destination more quickly. • Increase efficiency. Find a new route that is quicker and/or shorter than your current route. • Reduce computational overhead. You can drive closer to the car in front of you, or you can load more people into the same vehicle (that is, carpooling). What is the point of this discussion? To paraphrase Gertrude Stein: performance is performance is performance. Engineers have been analyzing and optimizing systems for centuries, trying to improve their performance, and they have been employing the same design strategies to do so. So you should feel some comfort in knowing that when you try to improve the performance of your computer-based system, you are applying tactics that have been thoroughly “road tested.” —RK

A comprehensive study of this foundational assertion published in 2000 in the high-gravitas journal Pediatrics by CDC and Johns Hopkins scientists concluded, after reviewing a century of medical data, that “vaccination does not account for the impressive decline in mortality from infectious diseases . . . in the 20th century.”47 As noted earlier, another widely cited study, McKinlay and McKinlay—required reading in virtually every American medical school during the 1970s—found that all medical interventions including vaccines, surgeries, and antibiotics accounted for less than about 1 percent—and no more than 3.5 percent—of the dramatic mortality declines. The McKinlays presciently warned that profiteers among the medical establishment would seek to claim credit for the mortality declines for vaccines in order to justify government mandates for those pharmaceutical products.48 Seven years earlier, the world’s foremost virologist, Harvard Medical School’s Dr. Edward H. Kass, a founding member and first president of the Infectious Diseases Society of America and founding editor of the Journal of Infectious Diseases, rebuked his virology colleagues for trying to take credit for that dramatic decline, scolding them for allowing the proliferation of “half-truths . . . that medical research had stamped out the great killers of the past—tuberculosis, diphtheria, pneumonia, puerperal sepsis, etc.—and that medical research and our superior system of medical care were major factors extending life expectancy.”49 Kass recognized that the real heroes of public health were not the medical profession, but rather the engineers who brought us sewage treatment plants, railroads, roads, and highways for transporting food, electric refrigerators, and chlorinated water.50