Pre Owned Car Quotes

Tata's car trips, always with a driver at the wheel, typically lasted five or six days. Tata would visit different regions of Karnataka to give talks, preside over functions, participate in literary events and always drop in on his friends. If he was in southern Karnataka, he would invariably visit us at Mysore. Tata was incredibly punctual, following a schedule that he sent me well in advance. As Tata grew older, I kept telling him to avoid these longer trips. One day in late 1987, when Tata did not reach our home from Tumakuru at 7 p.m. as he had promised, we were worried that the car may have broken down, or worse, met with an accident. In those pre-cellphone days, we could not check on him. Finally, much to our relief, Tata turned up an hour late. Looking apologetic, he explained, 'Just as I finished my talk, a man approached me with the manuscript of a story he had written, seeking my comments. I could not refuse because he was so old (thumba mudukaru).' I asked Tata to guess how old the aspiring writer was. 'The poor man was at least seventy' came the reply. Prathibha and I both burst out laughing, looking at the expression on his face when I asked him his own age. Tata was so full of life force that he never realised that he was eighty-five.

THE IRIS OF THE EYE WAS TOO BIG TO HAVE BEEN FABRICATED AS A single rigid object. It had been built, beginning about nine hundred years ago, out of links that had been joined together into a chain; the two ends of the chain then connected to form a loop. The method would have seemed familiar to Rhys Aitken, who had used something like it to construct Izzy’s T3 torus. For him, or anyone else versed in the technological history of Old Earth, an equally useful metaphor would have been that it was a train, 157 kilometers long, made of 720 giant cars, with the nose of the locomotive joined to the tail of the caboose so that it formed a circular construct 50 kilometers in diameter. An even better analogy would have been to a roller coaster, since its purpose was to run loop-the-loops forever. The “track” on which the “train” ran was a circular groove in the iron frame of the Eye, lined with the sensors and magnets needed to supply electrodynamic suspension, so that the whole thing could spin without actually touching the Eye’s stationary frame. This was an essential design requirement given that the Great Chain had to move with a velocity of about five hundred meters per second in order to supply Earth-normal gravity to its inhabitants. Each of the links had approximately the footprint of a Manhattan city block on Old Earth. And their total number of 720 was loosely comparable to the number of such blocks that had once existed in the gridded part of Manhattan, depending on where you drew the boundaries—it was bigger than Midtown but smaller than Manhattan as a whole. Residents of the Great Chain were acutely aware of the comparison, to the point where they were mocked for having a “Manhattan complex” by residents of other habitats. They were forever freeze-framing Old Earth movies or zooming around in virtual-reality simulations of pre-Zero New York for clues as to how street and apartment living had worked in those days. They had taken as their patron saint Luisa, the eighth survivor on Cleft, a Manhattanite who had been too old to found her own race. Implicit in that was that the Great Chain—the GC, Chaintown, Chainhattan—was a place that people might move to when they wanted to separate themselves from the social environments of their home habitats, or indeed of their own races. Mixed-race people were more common there than anywhere else.

Depending on your point of view, Jersey City was the rose, or possibly the thorn, of the Garden State. It is so far back that my memories are rather vague, but they were my first memories, and this is where I have to start. We lived at 77 Nelson Avenue, behind my parents’ German-style delicatessen, in three Spartan rooms counting the kitchen. Supermarkets were not yet prevalent and the neighborhood general store, grocery store or delicatessen was where most folks shopped for food. It was during the pre-World War II years, when very few people owned cars and the general public did not have the modern means of travel, which we now take for granted. Every item people needed came from a different store, so to go shopping was a daily task of which people were not even consciously mindful. Even if they had a car, they would have to deal with constant breakdowns, poor and frequently unpaved roads, and tire problems. Garage rentals were crowded behind and between buildings. Parking on the street was limited and most people respected the concept that the parking space in front of a dwelling was for the resident who lived there. It was much easier to use the available mass transportation or endure long walks.

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A corporation earns, spends everything it can, and is taxed on anything that is left. It’s one of the biggest legal tax loopholes that the rich use. They’re easy to set up and are not expensive if you own investments that are producing good cashflow. For example, by owning your own corporation, your vacations can be board meetings in Hawaii. Car payments, insurance, repairs, and health-club memberships are company expenses. Most restaurant meals are partial expenses, and on and on. But it’s done legally with pre-tax dollars. •​

She wrote about the apartheid wall, which, in a nonbinding decision, the International Court of Justice had declared illegal in 2004. We all knew firsthand that the wall cut right through Palestinian towns and villages, dividing communities and separating many farmers from their land. Israel contends that the wall is needed for security, to prevent attacks, but it didn’t construct the wall along the pre-1967 Green Line, which is recognized as the boundary between Israel and the West Bank. Rather, the wall was built deep within the West Bank, enabling Israel to annex even more Palestinian land. The same classmate also wrote about how Israel’s many permanent and temporary checkpoints prevent Palestinians from moving around freely and add painful delays to what should be short, direct journeys. She interviewed some of us about our own experiences with checkpoints. I told her about the spontaneous checkpoints the military regularly erect at the entrance to our village and how we’d sometimes sit in the car for hours trying to go to school or work or whatever appointment we had. Another aspect of her research project looked at the identification cards we are forced to carry at all times and present at the checkpoints. She interviewed some of our classmates from the West Bank about how they aren’t allowed to go to Jerusalem or any city inside ’48 without a permit from Israel, which isn’t easy to obtain.

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