Transport Services Quotes

Enough!” Romanoff barked. “Look around you. You’re on a military transport. Nobody’s flirting. S.H.I.E.L.D. does not run a dating service.” “Well,” Coulson said, “technically it’s frowned upon, but I’d be lying if—” Romanoff glared at Coulson, and he fell silent.

Whenever a soldier needed an escape, the antidote to anxiety, relief from boredom, a bit of laughter, inspiration, or hope, he cracked open a book and drank in the words that would transport him elsewhere.

The automobile, which began as a transportation convenience, has become a bloody tyrant (50,000 lives a year), and it is the responsibility of the park service, as well as that of everyone else concerned with preserving both wilderness and civilization, to begin a campaign of resistance.

It seemed there was an announcement every five minutes from the mythical conductor, imparting sagacious gems such as "large items should be placed in the overhead luggage racks", or that "passengers should report any unattended items to the train crew as soon as possible". I wondered at whom these pearls of wisdom were aimed; some passing extraterrestrial, perhaps, or a yak herder from Ulan Bator who had trekked across the steppes, sailed the North Sea, and found himself on the Glasgow-Edinburgh service with literally no prior experience of mechanized transport to call upon?

Choose food, clothing, and shelter that accords with nature.Rely on your own body for transportation. Allow your work and your recreation to be one and the same. Do exercise that develops your whole being and not just your body. Listen to music that bridges the three spheres of your being. Choose leaders for their virtue rather than their wealth or power. Serve others and cultivate yourself simultaneously. Understand that true growth comes from meeting and solving problems of life in a way that is harmonizing to yourself and to others. If you can follow these simple old ways, you will be continually renewed.

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

Here is a principle to use in all aspects of economics and policy. When you find a good or service that is in huge demand but the supply is so limited to the point that the price goes up and up, look for the regulation that is causing it. This applies regardless of the sector, whether transportation, gas, education, food, beer, or daycare. There is something in the way that is preventing the market from working as it should. If you look carefully enough, you will find the hand of the state making the mess in question.

I think you will like your life in the Transport Service, but it'll be far from normal. Being a slave ... or a goatherd's wife ... is closer to normal. A deep-space response ship pilot is a very, very rare thing.

Clever, ambitious, and always in search of greater efficiency, we Americans have, in two short centuries, created a world of push button, round the clock comfort for ourselves. The basic needs of humanity - food, clothing, shelter, entertainment, transportation, and even sexual pleasure - no longer need to be personally laboured for or ritualised or even understood. All these things are available to us now for mere cash. Or credit. Which means that nobody needs to know how to do anything any more, except the one narrow skill that will earn enough money to pay for the conveniences and services of modern living. But in replacing every challenge with a short cut we seem to have lost something and Eustace isn't the only person feeling that loss. We are an increasingly depressed and anxious people - and not for nothing. Arguably, all these modern conveniences have been adopted to save us time. But time for what? Having created a system that tends to our every need without causing us undue exertion or labour, we can now fill those hours with...?

Although so young, he is also rational. He has chosen the most rational mode of transport in the world for his trip round the Carpathians. To ride a bicycle is in itself some protection against superstitious fears, since the bicycle is the product of pure reason applied to motion. Geometry at the service of man! Give me two spheres and a straight line and I will show you how far I can take them. Voltaire himself might have invented the bicycle, since it contributes so much to man's welfare and nothing at all to his bane. Beneficial to the health, it emits no harmful fumes and permits only the most decorous speeds. How can a bicycle ever be an implement of harm?

Cops are not trained to deal with the homeless, especially the mentally ill and the addicts. The jails are overcrowded. The criminal justice system is a nightmare to begin with, and persecuting the homeless only clogs it more. And here’s the asinine part: It costs twenty-five percent more per day to keep a person in jail than to provide shelter, food, transportation, and counseling services. These, of course, would have a long-term benefit. These, of course, would make more sense. Twenty-five percent.

You’re a big boy, you ought to understand that punctual transport, public order and safe streets, polite people and good medical services are all the achievements of dictatorship.

She resembled the swallow in the fable who once every thousand years transferred a grain of wheat, in the hope of rearing a mountain to reach the moon. Such persons are raised up in every age; they obstinately insist on transporting their grains of wheat and they derive a certain exhilaration from the sneers of the bystanders. “How queerly they dress!” we cry. “How queerly they dress!

Dear Marianne, I have engaged the services of a respectable nurse to care for your coachman during his recovery. A carriage will arrive at noon to convey you and your maid to your destination. The carriage you arrived in will be transported back to Bath. I have also taken the liberty of sending a message to Edenbrooke to inform them of your impending arrival. I trust I have left nothing undone. Your obedient servant, Philip

This historic general election, which showed that the British are well able to distinguish between patriotism and Toryism, brought Clement Attlee to the prime ministership. In the succeeding five years, Labor inaugurated the National Health Service, the first and boldest experiment in socialized medicine. It took into public ownership all the vital (and bankrupted) utilities of the coal, gas, electricity and railway industries. It even nibbled at the fiefdoms and baronies of private steel, air transport and trucking. It negotiated the long overdue independence of India. It did all this, in a country bled white by the World War and subject to all manner of unpopular rationing and controls, without losing a single midterm by-election (a standard not equaled by any government of any party since). And it was returned to office at the end of a crowded term.

[...] there is one inexorable law of technology, and it is this: when revolutionary inventions become widely accessible, they cease to be accessible. Technology is inherently democratic, because it promises the same services to all; but it works only if the rich are alone using it. When the poor also adopt technology, it stops working. A train used to take two hours to go from A to B; then the motor car arrived, which could cover the same distance in one hour. For this reason cars were very expensive. But as soon as the masses could afford to buy them, the roads became jammed, and the trains started to move faster. Consider how absurd it is for the authorities constantly to urge people to use public transport, in the age of the automobile; but with public transport, by consenting not to belong to the elite, you get where you're going before members of the elite do.

Still, we’ve gone soft since those days of wartime sacrifice, haven’t we? Contemporary humans are too self-centered, too addicted to gratification to live without the full freedom to satisfy our every whim—or so our culture tells us every day. And yet the truth is that we continue to make collective sacrifices in the name of an abstract greater good all the time. We sacrifice our pensions, our hard-won labor rights, our arts and after-school programs. We send our kids to learn in ever more crowded classrooms, led by ever more harried teachers. We accept that we have to pay dramatically more for the destructive energy sources that power our transportation and our lives. We accept that bus and subway fares go up and up while service fails to improve or degenerates. We accept that a public university education should result in a debt that will take half a lifetime to pay off when such a thing was unheard of a generation ago.

Laisvė recited her understanding of the word history, in triplets: “Explosion, cosmos, chaos. Water, land, cells. Plants, fish, animals. Indigenous humans, habitats, stories. Dreams, desire, death. Invasion, dispossession, colonization. Money, ships, slavery. God, goods and services, slaughter. War, power, genocide. Civilization, progress, destruction. Science, transportation, cities. Skyscrapers, bridges, poison. “Nations, power, brutality. Terror, insurrection, incarceration. Collapse, raids, water.

The next time you drive into a Walmart parking lot, pause for a second to note that this Walmart—like the more than five thousand other Walmarts across the country—costs taxpayers about $1 million in direct subsidies to the employees who don’t earn enough money to pay for an apartment, buy food, or get even the most basic health care for their children. In total, Walmart benefits from more than $7 billion in subsidies each year from taxpayers like you. Those “low, low prices” are made possible by low, low wages—and by the taxes you pay to keep those workers alive on their low, low pay. As I said earlier, I don’t think that anyone who works full-time should live in poverty. I also don’t think that bazillion-dollar companies like Walmart ought to funnel profits to shareholders while paying such low wages that taxpayers must pick up the ticket for their employees’ food, shelter, and medical care. I listen to right-wing loudmouths sound off about what an outrage welfare is and I think, “Yeah, it stinks that Walmart has been sucking up so much government assistance for so long.” But somehow I suspect that these guys aren’t talking about Walmart the Welfare Queen. Walmart isn’t alone. Every year, employers like retailers and fast-food outlets pay wages that are so low that the rest of America ponies up a collective $153 billion to subsidize their workers. That’s $153 billion every year. Anyone want to guess what we could do with that mountain of money? We could make every public college tuition-free and pay for preschool for every child—and still have tens of billions left over. We could almost double the amount we spend on services for veterans, such as disability, long-term care, and ending homelessness. We could double all federal research and development—everything: medical, scientific, engineering, climate science, behavioral health, chemistry, brain mapping, drug addiction, even defense research. Or we could more than double federal spending on transportation and water infrastructure—roads, bridges, airports, mass transit, dams and levees, water treatment plants, safe new water pipes. Yeah, the point I’m making is blindingly obvious. America could do a lot with the money taxpayers spend to keep afloat people who are working full-time but whose employers don’t pay a living wage. Of course, giant corporations know they have a sweet deal—and they plan to keep it, thank you very much. They have deployed armies of lobbyists and lawyers to fight off any efforts to give workers a chance to organize or fight for a higher wage. Giant corporations have used their mouthpiece, the national Chamber of Commerce, to oppose any increase in the minimum wage, calling it a “distraction” and a “cynical effort” to increase union membership. Lobbyists grow rich making sure that people like Gina don’t get paid more. The

People often talk about how the postal service is lumbering and inefficient compared with private sector competitors such as UPS and FedEx. But the USPS delivers more items in nine days than UPS does in a year. It transports more in seven days than FedEx brings to its customers in a year.

When the globe is covered with a net of railroads and telegraph wires, this net will render services comparable to those of the nervous system in the human body, partly as a means of transport, partly as a means for the propagation of ideas and sensations with the speed of lightning. Wilhelm Weber, 1835

Imagine this: A world where the quality of your life is not determined by how much money you have. You do not have to sell your labour to survive. Labour is not tied to capitalism, profit or wage. Borders do not exist; we are free to move without consequence. The nuclear family does not exist; children are raised collectively; reproduction takes on new meanings. In this world, the way we carry out dull domestic labour is transformed and nobody is forced to rely on their partner economically to survive. The principles of transformative justice are used to rectify harm. Critical and comprehensive sex education exists for all from an early age. We are liberated from the gender binary’s strangling grip and the demands it places on our bodies. Sex work does not exist because work does not exist. Education and transport are free, from cradle to grave. We are forced to reckon with and rectify histories of imperialism, colonial exploitation, and warfare collectively. We have freedom to, not just freedom from. Specialist mental health services and community care are integral to our societies. There is no “state” as we know it; nobody dies in “suspicious circumstances” at its hands; no person has to navigate sexism, racism, ableism or homophobia to survive. Detention centres do not exist. Prisons do not exist, nor do the police. The military and their weapons are disbanded across nations. Resources are reorganised to adequately address climate catastrophe. No person is without a home or loving community. We love one another, without possession or exploitation or extraction. We all have enough to eat well due to redistribution of wealth and resource. We all have the means and the environment to make art, if we so wish. All cultural gatekeepers are destroyed. Now imagine this vision not as utopian, but as something well within our reach.

To promote trade along these routes, Mongol authorities distributed an early type of combined passport and credit card. The Mongol paiza was a tablet of gold, silver, or wood larger than a man’s hand, and it would be worn on a chain around the neck or attached to the clothing. Depending on which metal was used and the symbols such as tigers or gyrfalcons, illiterate people could ascertain the importance of the traveler and thereby render the appropriate level of service. The paiza allowed the holder to travel throughout the empire and be assured of protection, accommodations, transportation, and exemption from local taxes or duties.

A crucial link in the spreading timetable system was public transportation. If workers needed to start their shift by 08:00, the train or bus had to reach the factory gate by 07:55. A few minutes’ delay would lower production and perhaps even lead to the lay-offs of the unfortunate latecomers. In 1784 a carriage service with a published schedule began operating in Britain. Its timetable specified only the hour of departure, not arrival. Back then, each British city and town had its own local time, which could differ from London time by up to half an hour. When it was 12:00 in London, it was perhaps 12:20 in Liverpool and 11:50 in Canterbury. Since there were no telephones, no radio or television, and no fast trains

The world remembers the battle ever since by the taxis. A hundred of them were already in the service of the Military Government of Paris. With 500 more, each carrying five soldiers and making the sixty-kilometer trip to the Ourcq twice, General Clergerie figured he could transport 6,000 troops to the hard-pressed front. The order was issued at 1:00 P.M., the hour for departure fixed for 6:00 P.M. Police passed the word to the taxis in the streets. Enthusiastically the chauffeurs emptied out their passengers, explaining proudly that they had to “go to the battle.” Returning to their garages for gas, they were ordered to the place of assembly where at the given time all 600 were lined up in perfect order. Gallieni, called to inspect them, though rarely demonstrative, was enchanted. “Eh bien, voilà au moins qui n’est pas banal!” (Well, here at least is something out of the ordinary!) he cried. Each with its burden of soldiers, with trucks, buses, and assorted vehicles added to the train, the taxis drove off, as evening fell—the last gallantry of 1914, the last crusade of the old world.

The disintegration processes which have become so manifest in recent years—the decay of public services: schools, police, mail delivery, garbage collection, transportation, et cetera; the death rate on the highways and the traffic problems in the cities; the pollution of air and water—are the automatic results of the needs of mass societies that have become unmanageable

Ireland, like Ukraine, is a largely rural country which suffers from its proximity to a more powerful industrialised neighbour. Ireland’s contribution to the history of tractors is the genius engineer Harry Ferguson, who was born in 1884, near Belfast. Ferguson was a clever and mischievous man, who also had a passion for aviation. It is said that he was the first man in Great Britain to build and fly his own aircraft in 1909. But he soon came to believe that improving efficiency of food production would be his unique service to mankind. Harry Ferguson’s first two-furrow plough was attached to the chassis of the Ford Model T car converted into a tractor, aptly named Eros. This plough was mounted on the rear of the tractor, and through ingenious use of balance springs it could be raised or lowered by the driver using a lever beside his seat. Ford, meanwhile, was developing its own tractors. The Ferguson design was more advanced, and made use of hydraulic linkage, but Ferguson knew that despite his engineering genius, he could not achieve his dream on his own. He needed a larger company to produce his design. So he made an informal agreement with Henry Ford, sealed only by a handshake. This Ford-Ferguson partnership gave to the world a new type of Fordson tractor far superior to any that had been known before, and the precursor of all modern-type tractors. However, this agreement by a handshake collapsed in 1947 when Henry Ford II took over the empire of his father, and started to produce a new Ford 8N tractor, using the Ferguson system. Ferguson’s open and cheerful nature was no match for the ruthless mentality of the American businessman. The matter was decided in court in 1951. Ferguson claimed $240 million, but was awarded only $9.25 million. Undaunted in spirit, Ferguson had a new idea. He approached the Standard Motor Company at Coventry with a plan, to adapt the Vanguard car for use as tractor. But this design had to be modified, because petrol was still rationed in the post-war period. The biggest challenge for Ferguson was the move from petrol-driven to diesel-driven engines and his success gave rise to the famous TE-20, of which more than half a million were built in the UK. Ferguson will be remembered for bringing together two great engineering stories of our time, the tractor and the family car, agriculture and transport, both of which have contributed so richly to the well-being of mankind.

And so, at a December 1981 meeting, Contra leaders, whom Reagan referred to as the “moral equivalent of the Founding Fathers,” floated the idea that trafficking cocaine into California would provide enough profits to arm and train the anti-Sandinista guerrillas.108 With most of the network already established, the plan was rather straightforward: There were the Medellín and Cali cartels in Colombia; the airports and money laundering in Panama run by President Manuel Noriega; the well-known lack of radar detection that made landing strips in Costa Rica prime transport depots; and weapons and drug warehouses at Ilopango air base outside San Salvador. The problem had been U.S. law enforcement guarding key entry points into a lucrative market. But with the CIA and the National Security Council now ready to run interference and keep the FBI, the U.S. Customs Service,

That’s how things used to be done in personal travel too: if you wanted to travel from Europe to Australia and back in the seventeenth century, it would have involved a huge project costing vast sums of money, requiring years of planning, and carrying a high risk of death. Now we are used to the idea of transportation as a service (TaaS): if you need to be in Melbourne early next week, it just requires a few taps on your phone and a relatively minuscule amount of money.

One reason so much money is flowing into the service frontier is that there are so many more ways to be a service than to be a product. The number of different ways to recast transportation as a service is almost unlimited. Uber is merely one variation. There are dozens more already established, and many more possible. The general approach for entrepreneurs is to unbundle the benefits of transportation (or any X) into separate constituent goods and then recombine them in new ways.

The Sons of Mary seldom bother, for they have inherited that good part; But the Sons of Martha favour their Mother of the careful soul and the troubled heart. And because she lost her temper once, and because she was rude to the Lord her Guest, Her Sons must wait upon Mary's Sons, world without end, reprieve, or rest. It is their care in all the ages to take the buffet and cushion the shock. It is their care that the gear engages; it is their care that the switches lock. It is their care that the wheels run truly; it is their care to embark and entrain, Tally, transport, and deliver duly the Sons of Mary by land and main.

Social entrepreneurs are among the most dynamic engines of the cooperative movement. Where corporate moguls work for personal enrichment, these civic-minded business leaders work for the cooperative equivalent, which is a desire to generate community self-reliance, abolish poverty, and enhance community economic well-being by improving housing, food, transportation, energy, health, finance, and a host of other products and services. Their motivations are not selfishly financial; they are far deeper, rooted in both the human spirit and the pervasive sense of community that human beings have striven to express throughout history. As the economist Jean Monnet once said, “Without community, there is crisis.

My husband, Eric, has a joke he likes to say: “Ask Jessica to sing about Jesus or America, and she’ll be there. Super Bowl, backyard cookout, whatever you got, she’s coming to sing ‘God Bless America.’ ” And he’s right. Growing up in Texas, I sang that song over and over. From Memorial Day parades to Veteran’s Day pancake breakfasts—I was your girl. When I sang it at the East Room of the White House, I finally found out I had been flubbing the lyrics all those years. I was there to kick off the USO holiday tour for troops fighting in Afghanistan. It was the first time they let celebrities in after 9/11, because, well, they were busy. It was surreal to hear President Bush speak, thanking the chairman of the Joint Chiefs of Staff for his service, the transportation secretary for keeping the airlines safe. And then he added, “I want to thank Rob Schneider and Jessica Simpson as well.” They asked me to sing “God Bless America,” and I gave it my all. President Bush was in the front row, right next to Laura, and I watched him quietly sing along, his mouth moving along with mine. Something went wrong after we got to the mountains, though. I said, “to the rivers,” just like I always did, and, well, he knew it was “the prairies.” I was so embarrassed that I apologized to him and Mrs. Bush after. “I swear all this time I thought it was rivers!” I said. “That’s okay, Jessica,” he said. “God blessed the rivers, too.

I told one of the writers that our fields were so nearly vertical that we planted our corn with a shotgun and had to breed a race of mules with legs shorter on one side than the other for plowing. And when he asked how we transported the corn down off the mountain, I said, in a jug. He appeared to believe me, so I was encouraged to go on and tell him that every church in that corner of the state, except our Indian congregation, either conducted services speaking entirely in tongues or else took up serpents as recommended by Jesus. Both the writer and I had taken a few rounds of Scotch at the time. The story appeared as fact in a well-known national periodical, along with the obligatory descriptions of the beauty and ruggedness and unmatched remoteness and mystery of our mountains.

In early 2016, Amazon was given a license by the Federal Maritime Commission to implement ocean freight services as an Ocean Transportation Intermediary. So, Amazon can now ship others’ goods. This new service, dubbed Fulfillment by Amazon (FBA), won’t do much directly for individual consumers. But it will allow Amazon’s Chinese partners to more easily and cost-effectively get their products across the Pacific in containers. Want to bet how long it will take Amazon to dominate the oceanic transport business? 67 The market to ship stuff (mostly) across the Pacific is a $ 350 billion business, but a low-margin one. Shippers charge $ 1,300 to ship a forty-foot container holding up to 10,000 units of product (13 cents per unit, or just under $ 10 to deliver a flatscreen TV). It’s a down-and-dirty business, unless you’re Amazon. The biggest component of that cost comes from labor: unloading and loading the ships and the paperwork. Amazon can deploy hardware (robotics) and software to reduce these costs. Combined with the company’s fledgling aircraft fleet, this could prove another huge business for Amazon. 68 Between drones, 757/ 767s, tractor trailers, trans-Pacific shipping, and retired military generals (no joke) who oversaw the world’s most complex logistics operations (try supplying submarines and aircraft carriers that don’t surface or dock more than once every six months), Amazon is building the most robust logistics infrastructure in history. If you’re like me, this can only leave you in awe: I can’t even make sure I have Gatorade in the fridge when I need it.

Get the ongoing process right and it will keep generating ongoing benefits. In our new era, processes trump products. This shift toward processes also means ceaseless change is the fate for everything we make. We are moving away from the world of fixed nouns and toward a world of fluid verbs. In the next 30 years we will continue to take solid things—an automobile, a shoe—and turn them into intangible verbs. Products will become services and processes. Embedded with high doses of technology, an automobile becomes a transportation service, a continuously updated sequence of materials rapidly adapting to customer usage, feedback, competition, innovation, and wear. Whether it is a driverless car or one you drive, this transportation service is packed with flexibility, customization, upgrades, connections, and new benefits.

Permaculture Economics is a system that only allows contexts whererby the pursuit of profit is aligned with the pursuit of service, and whereby that service is to the benefit of not only a specific group directly but to society at large indirectly - such that every economic participant indirectly benefits from the profit pursuits of other economic participants. Lets learn from nature. In a forest, every life form there benefits when a single leaf is returned to the soil, or when a single bee transports the pollen of a single flower, or when a single mushroom sends out spores. There are exclusive interactions and exclusive services, but the exclusivity of benefits has its limits. A single kind of life form may get the majority of benefits from a certain activity, but all life forms in that ecosystem will receive some residual benefits from that activity. And this isn't by force, but by design.

Conceive a world-society developed materially far beyond the wildest dreams of America. Unlimited power, derived partly from the artificial disintegration of atoms, partly from the actual annihilation of matter through the union of electrons and protons to form radiation, completely abolished the whole grotesque burden of drudgery which hitherto had seemed the inescapable price of civilization, nay of life itself. The vast economic routine of the world-community was carried on by the mere touching of appropriate buttons. Transport, mining, manufacture, and even agriculture were performed in this manner. And indeed in most cases the systematic co-ordination of these activities was itself the work of self-regulating machinery. Thus, not only was there no longer need for any human beings to spend their lives in unskilled monotonous labour, but further, much that earlier races would have regarded as highly skilled though stereotyped work, was now carried on by machinery. Only the pioneering of industry, the endless exhilarating research, invention, design and reorganization, which is incurred by an ever-changing society, still engaged the minds of men and women. And though this work was of course immense, it could not occupy the whole attention of a great world-community. Thus very much of the energy of the race was free to occupy itself with other no less difficult and exacting matters, or to seek recreation in its many admirable sports and arts. Materially every individual was a multi-millionaire, in that he had at his beck and call a great diversity of powerful mechanisms; but also he was a penniless friar, for he had no vestige of economic control over any other human being. He could fly through the upper air to the ends of the earth in an hour, or hang idle among the clouds all day long. His flying machine was no cumbersome aeroplane, but either a wingless aerial boat, or a mere suit of overalls in which he could disport himself with the freedom of a bird. Not only in the air, but in the sea also, he was free. He could stroll about the ocean bed, or gambol with the deep-sea fishes. And for habitation he could make his home, as he willed, either in a shack in the wilderness or in one of the great pylons which dwarfed the architecture even of the American age. He could possess this huge palace in loneliness and fill it with his possessions, to be automatically cared for without human service; or he could join with others and create a hive of social life. All these amenities he took for granted as the savage takes for granted the air which he breathes. And because they were as universally available as air, no one craved them in excess, and no one grudged another the use of them.

May 15 MORNING “All that believe are justified.” — Acts 13:39 THE believer in Christ receives a present justification. Faith does not produce this fruit by-and-by, but now. So far as justification is the result of faith, it is given to the soul in the moment when it closes with Christ, and accepts Him as its all in all. Are they who stand before the throne of God justified now? — so are we, as truly and as clearly justified as they who walk in white and sing melodious praises to celestial harps. The thief upon the cross was justified the moment that he turned the eye of faith to Jesus; and Paul, the aged, after years of service, was not more justified than was the thief with no service at all. We are to-day accepted in the Beloved, to-day absolved from sin, to-day acquitted at the bar of God. Oh! soul-transporting thought! There are some clusters of Eshcol’s vine which we shall not be able to gather till we enter heaven; but this is a bough which runneth over the wall. This is not as the corn of the land, which we can never eat till we cross the Jordan; but this is part of the manna in the wilderness, a portion of our daily nutriment with which God supplies us in our journeying to and fro. We are now — even now pardoned; even now are our sins put away; even now we stand in the sight of God accepted, as though we had never been guilty. “There is therefore now no condemnation to them which are in Christ Jesus.” There is not a sin in the Book of God, even now, against one of His people. Who dareth to lay anything to their charge? There is neither speck, nor spot, nor wrinkle, nor any such thing remaining upon any one believer in the matter of justification in the sight of the Judge of all the earth. Let present privilege awaken us to present duty, and now, while life lasts, let us spend and be spent for our sweet Lord Jesus.

If congestion occurs on the free-market transportation network, the response is likely to resemble what accompanies “excess demand” for any other good or service: the businessman does not rest day or night until he provides the extra services the market is clamoring for. (We again abstract from the possibility of price increases.) The ice cream shop with long lines of people waiting for admission hires additional workers as soon as possible; the economist who “suffers” from the “congestion” of large numbers of people clamoring to engage him as a consultant hires more staff or expands output in whatever way seems appropriate to him. Throughout the private economy “congestion” is looked upon as a golden opportunity for expansion of output, sales, and profits. It is only in the public sector that the customer clamoring for additional service is looked at askance,33 blamed, excoriated, and told to desist in his efforts.

Urban planning is a scientific, aesthetic and orderly disposition of Land, Resources, Facilities and Services with a view of securing the Physical, Economic and Social Efficiency, Health and well-being of Urban Communities. As over the years the urban population of India has been increasing rapidly, this fast tread urbanization is pressurizing the existing infrastructure leading to a competition over scare resources in the cities. The objective of our organization is to develop effective ideas and inventions so that we could integrate in the development of competitive, compact, sustainable, inclusive and resilient cities in terms of land-use, environment, transportation and services to improve physical, social and economic environment of the cities. Focus Areas:- Built Environment Utilities Public Realm Urban planning and Redevelopment Urban Transport and Mobility Smart City AMRUT Solid Waste Management Master Plans Community Based Planning Architecture and Urban Design Institutional Capacity Building Geographic Information System Riverfront Development Local Area Planning ICT

By the end of the 1970s, a clear majority of the employed population of Britain, Germany, France, the Benelux countries, Scandinavia and the Alpine countries worked in the service sector—communications, transport, banking, public administration and the like. Italy, Spain and Ireland were very close behind. In Communist Eastern Europe, by contrast, the overwhelming majority of former peasants were directed into labour-intensive and technologically retarded mining and industrial manufacture; in Czechoslovakia, employment in the tertiary, service sector actually declined during the course of the 1950s. Just as the output of coal and iron-ore was tailing off in mid-1950s Belgium, France, West Germany and the UK, so it continued to increase in Poland, Czechoslovakia and the GDR. The Communists’ dogmatic emphasis on raw material extraction and primary goods production did generate rapid initial growth in gross output and per capita GDP. In the short run the industrial emphasis of the Communist command economies thus appeared impressive (not least to many Western observers). But it boded ill for the region’s future.

There is a specific variant of the principle of the guaranteed income which, although not likely to be accepted at present, constitutes an important principle. I am referring to the principle that the minimal requirements for a dignified life are not obtained on a cash basis, but as free commodities and services which do not require payment. We have accepted this principle for elementary schooling, nor does anyone have to pay for the air he or she breathes. One could begin to extend this principle to all higher education, which could be completely free, with a stipend for every student, making it possible for him to enjoy free access to education. We could also extend the principle in another direction, namely, have basic commodities free, beginning perhaps with free bread and free transportation. Eventually it could be extended to all commodities inasmuch as they constitute the minimum material basis for a dignified life. Needless to add, this vision is utopian as far as its realization in the near future is concerned. But it is rational, both economically and psychologically, for a much more advanced state of society.

self-driving vehicles could provide people with much better transportation services, and in particular reduce mortality from traffic accidents. Today close to 1.25 million people are killed annually in traffic accidents (twice the number killed by war, crime, and terrorism combined).6 More than 90 percent of these accidents are caused by very human errors: somebody drinking alcohol and driving, somebody texting a message while driving, somebody falling asleep at the wheel, somebody daydreaming instead of paying attention to the road. The National Highway Traffic Safety Administration estimated in 2012 that 31 percent of fatal crashes in the United States involved alcohol abuse, 30 percent involved speeding, and 21 percent involved distracted drivers.7 Self-driving vehicles will never do any of these things. Though they suffer from their own problems and limitations, and though some accidents are inevitable, replacing all human drivers by computers is expected to reduce deaths and injuries on the road by about 90 percent.8 In other words, switching to autonomous vehicles is likely to save the lives of one million people every year.

Second, the production of RNA Messages was coordinately regulated. When the sugar source was switched to lactose, the bacteria turned on an entire module of genes-several lactose-metabolizing genes-to digest lactose. One of the genes in the module specified a "transporter protein" that allowed lactose to enter the bacterial cell. Another gene encoded an enzyme that was needed to break down lactose into parts. Yet another specified an enzyme to break those chemical parts into subparts. Surprisingly, all the genes dedicated to a particular metabolic pathway were physically present next to each other on the bacterial chromosome-like library books stacked by subject-and they were induced simultaneously in cells. The metabolic alteration produced a profound genetic alteration in a cell. It wasn't just a cutlery switch; the whole dinner service was altered in a single swoop. A functional circuit of genes was switched on and off, as if operated by a common spool or a master switch. Monod called one such gene module an operon. The genesis of proteins was thus perfectly synchronized with the requirements of the environment: supply the correct sugar, and a set of sugar-metabolizing genes would be turned on together.

This revolution in the role of government has been accompanied, and largely produced, by an achievement in public persuasion that must have few rivals. Ask yourself what products are currently least satisfactory and have shown the least improvement over time. Postal service, elementary and secondary schooling, railroad passenger transport would surely be high on the list. Ask yourself which products are most satisfactory and have improved the most. Household appliances, television and radio sets, hi-fi equipment, computers, and, we would add, supermarkets and shopping centers would surely come high on that list. The shoddy products are all produced by government or government-regulated industries. The outstanding products are all produced by private enterprise with little or no government involvement. Yet the public—or a large part of it—has been persuaded that private enterprises produce shoddy products, that we need ever vigilant government employees to keep business from foisting off unsafe, meretricious products at outrageous prices on ignorant, unsuspecting, vulnerable customers. That public relations campaign has succeeded so well that we are in the process of turning over to the kind of people who bring us our postal service the far more critical task of producing and distributing energy.

nullified their citizenship, and forbidden intermarriage with Aryans. By the time I began school in 1938, Lindbergh’s was a name that provoked the same sort of indignation in our house as did the weekly Sunday radio broadcasts of Father Coughlin, the Detroit-area priest who edited a right-wing weekly called Social Justice and whose anti-Semitic virulence aroused the passions of a sizable audience during the country’s hard times. It was in November 1938—the darkest, most ominous year for the Jews of Europe in eighteen centuries—that the worst pogrom in modern history, Kristallnacht, was instigated by the Nazis all across Germany: synagogues incinerated, the residences and businesses of Jews destroyed, and, throughout a night presaging the monstrous future, Jews by the thousands forcibly taken from their homes and transported to concentration camps. When it was suggested to Lindbergh that in response to this unprecedented savagery, perpetrated by a state on its own native-born, he might consider returning the gold cross decorated with four swastikas bestowed on him in behalf of the Führer by Air Marshal Göring, he declined on the grounds that for him to publicly surrender the Service Cross of the German Eagle would constitute “an unnecessary insult” to the Nazi leadership. Lindbergh was the first famous living American whom I learned to hate—just as President Roosevelt was the first famous living American whom I was taught to love—and so his nomination by the Republicans to run against Roosevelt in

His great concern had to do with the fact that private fortunes were significantly outpacing investments in public services like schools, parks, and safety net programs. The process tends to begin gradually before accelerating under its own momentum. As people accumulate more money, they become less dependent on public goods and, in turn, less interested in supporting them. If they get their way, through tax breaks and other means, personal fortunes grow while public goods are allowed to deteriorate. As public housing, public education, and public transportation become poorer, they become increasingly, then almost exclusively, used only by the poor themselves.[6] People then begin to denigrate the public sector altogether, as if it were rotten at the root and not something the rich had found it in their interest to destroy. The rich and the poor soon unite in their animosity toward public goods—the rich because they are made to pay for things they don’t need and the poor because what they need has become shabby and broken. Things collectively shared, especially if they are shared across class and racial divides, come to be seen as lesser. In America, a clear marker of poverty is one’s reliance on public services, and a clear marker of affluence is one’s degree of distance from them. Enough money brings “financial independence,” which tellingly does not signal independence from work but from the public sector. There was a time when Americans wished to be free of bosses. Now we wish to be free of bus drivers. We wish for the freedom to withdraw from the wider community and sequester ourselves in a more exclusive one, pulling further and further away from the poor until the world they inhabit becomes utterly unrecognizable to us.[7]

The arrival of winter made the matter even more acute, for it multiplied the daily hardships imposed by the German air campaign. Winter brought rain, snow, cold, and wind. Asked by Mass-Observation to keep track of the factors that most depressed them, people replied that weather topped the list. Rain dripped through roofs pierced by shrapnel; wind tore past broken windows. There was no glass to repair them. Frequent interruptions in the supply of electricity, fuel, and water left homes without heat and their residents without a means of getting clean each day. People still had to get to work; their children still needed to go to school. Bombs knocked out telephone service for days on end. What most disrupted their lives, however, was the blackout. It made everything harder, especially now, in winter, when England’s northern latitude brought the usual expansion of night. Every December, Mass-Observation also asked its panel of diarists to send in a ranked list of the inconveniences caused by the bombings that most bothered them. The blackout invariably ranked first, with transport second, though these two factors were often linked. Bomb damage turned simple commutes into hours-long ordeals, and forced workers to get up even earlier in the darkness, where they stumbled around by candlelight to prepare for work. Workers raced home at the end of the day to darken their windows before the designated start of the nightly blackout period, a wholly new class of chore. It took time: an estimated half hour each evening—more if you had a lot of windows, and depending on how you went about it. The blackout made the Christmas season even bleaker. Christmas lights were banned. Churches with windows that could not easily be darkened canceled their night services.

Different form, same function. Many companies that create blue oceans attract customers from other industries who use a product or service that performs the same function or bears the same core utility as the new one but takes a very different physical form. In the case of Ford’s Model T, Ford looked to the horse-drawn carriage. The horse-drawn carriage had the same core utility as the car: transportation for individuals and families. But it had a very different form: a live animal versus a machine. Ford effectively converted the majority of noncustomers of the auto industry, namely customers of horse-drawn carriages, into customers of its own blue ocean by pricing its Model T against horse-drawn carriages and not the cars of other automakers. In the case of the school lunch catering industry, raising this question led to an interesting insight. Suddenly those parents who make their children’s lunches came into the equation. For many children, parents had the same function: making their child’s lunch. But they had a very different form: mom or dad versus a lunch line in the cafeteria. Different form and function, same objective. Some companies lure customers from even further away. Cirque du Soleil, for example, has diverted customers from a wide range of evening activities. Its growth came in part through drawing people away from other activities that differed in both form and function. For example, bars and restaurants have few physical features in common with a circus. They also serve a distinct function by providing conversational and gastronomical pleasure, a very different experience from the visual entertainment that a circus offers. Yet despite these differences in form and function, people have the same objective in undertaking these three activities: to enjoy a night out.

In my own mind I find that I can also classify highways advantageously as dominating, equal, or dominated. A dominating highway is one from which, as you drive along it, you are more conscious of the highway than of the country through which you are passing. Six-lane highways, and four-lane highways, particularly in flat country, give this impression. You see the highway itself, the traffic upon it, and the life that has grown up along it and is dependent upon it—all the world of service-stations and garages and restaurants and motor-courts. To many people, of whom I am one, parkways produce the same effect. Although esthetically beautiful, the artificial landscape on both sides of the parkway becomes part of the road itself, and is divorced from the countryside and from reality. The parkway by-passes towns, and therefore the motorist has no sense of actuality. A parkway is excellent at providing unimpeded transportation, and for allowing the city-dweller his escape, but when you drive along the parkway, you are not seeing the real United States of America. The dominated highway, on the contrary, is one which seems to be oppressed and to lose its own identity because of the surroundings through which it is passing. Highways are dominated when they pass along city streets. There is too much close by on either hand. There is too much local traffic that has not the slightest concern with the farther reaches of the highway. On the other hand, highways may be dominated when they are comparatively small roads passing through high mountains or vast plains. Again the highway becomes insignificant, and one's interest is pulled outward, away from it. In between, lies the equal highway, that one which seems to be an intimate and integral part of the countryside through which it is passing. On such a road there is a division of interest between one's focus upon the highway and its margin and upon the country back from the highway. . . .

We shall see one another some day, brother. I believe in that as in the multiplication-table. To my soul, all is clear. I see my whole future, and all that I shall accomplish, plainly before me. I am content with my life. I fear only men and tyranny. How easily might I come across a superior officer who did not like me (there are such folk !), who would torment me incessantly and destroy me with the rigours of service—for I am very frail and of course in no state to bear the full burden of a soldier's life. People try to console me: " They're quite simple sort of fellows there." But I dread simple men more than complex ones. For that matter, men everywhere are just— men. Even among the robber-murderers in the prison, I came to know some men in those four years. Believe me, there were among them deep, strong, beautiful natures, and it often gave me great joy to find gold under a rough exterior. And not in a single case, or even two, but in several cases. Some inspired respect; others were downright fine. I taught the Russian language and reading to a young Circassian—he had been transported to Siberia for robbery with murder. How grateful he was to me ! Another convict wept when I said good-bye to him. Certainly I had often given him money, but it was so little, and his gratitude so boundless. My character, though, was deteriorating; in my relations with others I was ill-tempered and impatient. They accounted for it by my mental condition, and bore all without grumbling. Apropos: what a number of national types and characters I became familiar with in the prison ! I lived into their lives, and so I believe I know them really well. Many tramps' and thieves' careers were laid bare to me, and, above all, the whole wretched existence of the common people. Decidedly I have not spent my time there in vain. I have learnt to know the Russian people as only a few know them. I am a little vain of it. I hope that such vanity is pa r donable. Brother

Indian Express (Indian Express) - Clip This Article at Location 721 | Added on Sunday, 30 November 2014 20:28:42 Fifth column: Hope and audacity Ministers, high officials, clerks and peons now report for duty on time and are no longer to be seen taking long lunch breaks to soak in winter sunshine in Delhi’s parks. Reform is needed not just in economic matters but in every area of governance. Does the Prime Minister know how hard it is to get a passport? Tavleen Singh | 807 words At the end of six months of the Modi sarkar are we seeing signs that it is confusing efficiency with reform? I ask the question because so far there is no sign of real reform in any area of governance. And, because some of Narendra Modi’s most ardent supporters are now beginning to get worried. Last week I met a man who dedicated a whole year to helping Modi become Prime Minister and he seemed despondent. When I asked how he thought the government was doing, he said he would answer in the words of the management guru Peter Drucker, “There is nothing quite so useless as doing with great efficiency something that should not be done at all.” We can certainly not fault this government on efficiency. Ministers, high officials, clerks and peons now report for duty on time and are no longer to be seen taking long lunch breaks to soak in winter sunshine in Delhi’s parks. The Prime Minister’s Office hums with more noise and activity than we have seen in a decade but, despite this, there are no signs of the policy changes that are vital if we are to see real reform. The Planning Commission has been abolished but there are many, many other leftovers from socialist times that must go. Do we need a Ministry of Information & Broadcasting in an age when the Internet has made propaganda futile? Do we need a meddlesome University Grants Commission? Do we need the government to continue wasting our money on a hopeless airline and badly run hotels? We do not. What we do need is for the government to make policies that will convince investors that India is a safe bet once more. We do not need a new government that simply implements more efficiently bad policies that it inherited from the last government. It was because of those policies that investors fled and the economy stopped growing. Unless this changes through better policies, the jobs that the Prime Minister promises young people at election rallies will not come. So far signals are so mixed that investors continue to shy away. The Finance Minister promises to end tax terrorism but in the next breath orders tax inspectors to go forth in search of black money. Vodafone has been given temporary relief by the courts but the retroactive tax remains valid. And, although we hear that the government has grandiose plans to improve the decrepit transport systems, power stations and ports it inherited, it continues to refuse to pay those who have to build them. The infrastructure industry is owed more than Rs 1.5 lakh continued... crore in government dues and this has crippled major companies. No amount of efficiency in announcing new projects will make a difference unless old dues are cleared. Reform is needed not just in economic matters but in every area of governance. Does the Prime Minister know how hard it is to get a passport? Does he know that a police check is required even if you just want to get a few pages added to your passport? Does he know how hard it is to do routine things like registering property? Does he know that no amount of efficiency will improve healthcare services that are broken? No amount of efficiency will improve educational services that have long been in terminal decline because of bad policies and interfering officials. At the same time, the licence raj that strangles private investment in schools and colleges remains in place. Modi’s popularity with ordinary people has increased since he became Prime Minister, as we saw from his rallies in Kashmir last week, but it will not la

This month saw the launch of Foodlogica, which aims to contribute to the localised food system by providing affordable zero-emissions transport and less traffic congestion. This urban delivery service uses solar-powered electric tricycles for the final link in the food distribution system, as well as aiming to shorten the chain between local food producers and sellers.

Lyft's arguments are a disingenuous attempt to disguise old-fashioned lawbreaking that jeopardizes public safety," Messrs. Schneiderman and Lawsky said in a news release. Lyft launched earlier this year in Buffalo and Rochester. The company said it is filling a transportation gap by allowing car owners to give rides in exchange for suggested donations. Officials in Mr. Schneiderman's office said the court ordered a halt to Lyft's planned launch in New York City on Friday but didn't prevent the service from continuing in Buffalo and Rochester. Lyft, however, said the judge didn't issue a restraining order, calling Messrs. Schneiderman and Lawksy's characterization of the court's action "a deliberate misstatement." The TLC also sought a restraining order against Lyft. Officials said a court hearing is scheduled for Monday.

Civil Aviation Authoritues are the custodians of the National Air Transport Critical Infrastructure in their respective countries, They are therefore duty bound towards having a Critical Infrastructure Resilience Strategy geared towards the continued operation of air transport in the face of all hazards. As a mandatory, CAA's are duty bound therefore to ensure their charge achieves the continued provision of essential services (provided by the critical infrastructure in their charge) to businesses, governments and the stakeholding community within the aviation industry, as well as to other critical infrastructure sectors.

Automated answering services: If you cannot get access to a human on the phone when you call to make a van reservation, where are they going to be when you have a mechanical breakdown? If the company cannot afford to provide a live person to receive your call, how will they afford to take care of your group when you have broken down on the side of the road or have been in an accident!

It’s worth noting, incidentally, that most private corporations are fantastically inefficient, although their inefficiency is disguised by collusion with the government: Contrary to their claims of efficiency, most large corporations…spend an inordinate portion of society’s resources on advertising, executive perks and salaries, transportation and communications to far-flung corporate empires, and lobbying expenses. Most depend for their profits and survival on a complex regime of public subsidies, exemptions, and externalized costs, including the indirect subsidies they gain when allowed to pay less than a living wage, maintain substandard working conditions, market hazardous products, dump untreated wastes into the environment, and extract natural resources from public lands at below-market prices. Ralph Estes…estimates that in 1994 corporations extracted more than $2.6 trillion a year in such subsidies in the United States alone—roughly five times their reported profits… It is one of the basic principles of efficient market function that the full costs of a product or service be borne by the seller and passed on to the buyer. Yet many corporations would be forced to close their doors or restructure if they had to bear the true full costs of their operations.123 Americans sometimes think of large size almost as an end in itself, or at least as necessary for economic efficiency. But this is not always the case. In some industries, economies of scale do exist. But large size tends to entail bureaucratic inefficiencies, environmental destruction, allocative inequalities, political corruption, in general significant negative externalities.124

In 2014, Aswath Damodaran, a professor of finance at NYU’s Stern School of Business, estimated that Uber was probably worth roughly $ 6 billion, based on its ability to ultimately win 10 percent of the global taxi market of $ 100 billion, or $ 10 billion. According to Uber’s own projections, in 2016 the company processed over $ 26 billion in payments. It’s safe to say that the $ 10 billion market was a serious underestimate, as the ease of use and lower cost of Uber and its competitors expanded the market for transportation-as-a-service.

Because a very high proportion of Czechoslovakia’s own freight wagons were being used by the Soviets to carry German booty back to the USSR or to transport units of the Red Army, the Americans turned to the only significant remaining source: the freight trains employed by UNRRA to carry aid supplies into Czechslovakia. In the spring of 1946, these were pressed into service to transport the expellees to the U.S. zone.

5.5 Specific Signs You Should Avoid A Van Rental Supplier! Here are 5.5 specific sign that you should avoid a van rental supplier: 1. Automated answering services: If you cannot get access to a human on the phone when you call to make a van reservation, where are they going to be when you have a mechanical breakdown? If the company cannot afford to provide a live person to receive your call, how will they afford to take care of your group when you have broken down on the side of the road or have been in an accident! 2. Rude or incompetent rental agents: If the rental company’s agents do not answer the phone cheerfully and sound like they are less than ecstatic to hear from you, they have set a negative tone for the entire van rental experience. If they place you on hold until you grow old, or refuse to acknowledge you immediately when you walk through the door of their office, get out of there! 3. Charging for mileage: Any van rental firm worth doing business with will offer you unlimited miles going anywhere in the USA. Anything else does not allow you the peace of mind needed when you are required to maximize your budget and do not need any unaccounted variables. 4. Encouraging drop-offs after business hours: This practice gives the rental company an unwritten power of attorney to charge you for any damages they find until the next business day! This leaves you or your organization wide open to paying for damages you did not cause or create! 5. Yield management systems: When a van rental firm employs this system, it skyrockets the van rental rates through the roof as demand gets tight and supply gets low. This system has been designed to squeeze every last dollar out of the client’s pocket and takes serious advantage of those groups that are forced to reserve later due to budget constraints or lack of commitments! 5.5 Accidents handled by a third party vendor: If you have an accident in a van, and the rental firm outsources this function to an outside agency, you will lose all power of negotiation and pay much more on the damage claim because the rental firm has to give that agency a substantial percentage. In addition, the agency employees have nothing to lose by treating you horribly.

Back in 1947, Saudi Arabia lacked basic modern infrastructure. At the time, IBI was already completing projects for Aramco, so the company had been the natural choice to contract for the public works campaign in 1947. By 1951, however, major cities were already electrified and transportation routes had been built. Sanitation services, hospitals, hotels, and even cafés had sprung up around Riyadh and Jeddah. The equipment, plans, and logistics for further expansions were in place. The easily accessible knowledge and personnel that, in the 1940s, made IBI such an advantageous choice now took a back seat to cost.

We are going to begin with the courier services offered by transportation logistic companies. Many of them are resellers of courier services, meaning that letter services can sometimes be smaller than those of the original courier service.

Making a simple plan that sets out when, how and where you are going to follow through on your intentions has been shown to be effective at helping people to eat more fruit, increase public transport use, reduce discrimination, get more exercise, diet, improve academic performance, quit smoking and recycle more.13

Regardless of whether you think the industrial era has been good or bad, three profoundly fundamental shifts underlie this revolution. The first is that industrialists harnessed new sources of energy, primarily to produce things. Preindustrial people occasionally used wind or water to generate power, but they mostly relied on muscles—human and animal—to generate force. Industrial pioneers such as James Watt (who invented the modern steam engine) figured out how to transform energy from fossil fuels such as coal, oil, and gas into steam, electricity, and other kinds of power to run machines. The first of these machines were designed to make textiles, but within decades others were invented to make iron, mill wood, plow fields, transport things, and do just about everything else one can manufacture and sell (including beer)7. A second major component of the Industrial Revolution was a reorganization of economies and social institutions. As industrialization gathered steam, capitalism, in which individuals compete to produce goods and services for profit, became the world’s dominant economic system, spurring the development of further industrialization and social change. As workers changed their locus of activity from the farm to factories and companies, more people had to work together even as they needed to perform more specialized activities. Factories required more coordination and regulation. In

Shippers and logistics service providers impose multiple requirements on their transportation carriers regardless of the product shipped. These include low and predictable price; short and consistent travel times; high departure and arrival frequency; high equipment availability; accurate and damage-free delivery; and ease of doing business with the carriers. No

Under particular threat have been ‘routine’ jobs – jobs that can be codified into a series of steps. These are tasks that computers are perfectly suited to accomplish once a programmer has created the appropriate software, leading to a drastic reduction in the numbers of routine manual and cognitive jobs over the past four decades.22 The result has been a polarisation of the labour market, since many middle-wage, mid-skilled jobs are routine, and therefore subject to automation.23 Across both North America and Western Europe, the labour market is now characterised by a predominance of workers in low-skilled, low-wage manual and service jobs (for example, fast-food, retail, transport, hospitality and warehouse workers), along with a smaller number of workers in high-skilled, high-wage, non-routine cognitive jobs.24

Owing to the ever-increasing pressure on space, as retailers continue to extend private label ranges, there is a risk of branded products being moved to less-optimal locations, having fewer promotional slots and facings or being delisted. Manufacturers cannot wait for this to happen before reacting; they must be proactive in making the case for their brands. While the absolute cash and margins on private labels may be higher for the retailer, the manufacturer has to shift the focus to total system profitability. Many factors favour manufacturer brands when total profitability is considered, including: Sales velocity: Shelfspace turnover is often higher for manufacturer brands. The velocity of leading manufacturer brands is often 10% higher. Profit per linear inch of shelfspace. Discounts and off-invoice allowances: Includes slotting allowances, listing fees, promotional deals, advertising and merchandising allowances, and credit for return of unsold merchandise. Promotional and advertising fees. Provision of ‘free’ logistics services: Includes transportation, warehouse and store labour, and merchandising help for the retailer. Manufacturer brands usually retail at higher-than-average prices: Even when the net margin on manufacturer brands is lower, the absolute cash profit per unit may be higher.

A number of the features of floater transportation that Eric notices will be determined by competition. In an era when private cars will be computerized, so that passengers may read or watch television as they drive to work, floater lines will only be able to compete if they provide direct nonstop rather than multiple-stop service. Also, station facilities can be smaller if they only have to handle one floater at a time, rather than a train of them. Psychologists have found that the popularity of automobiles depends in part on their privacy: they are secure little rolling homes, protected against the unwanted intrusions of public transportation, such as squalling babies or chatty neighbors. Floaters will provide privacy for individuals, or for parties of two or four traveling together-and they will provide that privacy while moving their passengers at ten times the speed of an automobile.

Louisiana Express Delivery is your local New Orleans courier service and delivery service. Since 1998, we've been providing the best courier and delivery services New Orleans has to offer. For years, we have been specializing in a medical courier service our customers can rely on. We have experienced drivers trained in the proper handling and transportation of packages to ensure safe transport to their destination. When using us, you can expect on-time deliveries, each and every time.

Power can be safely exercised only in the service of that which is ostensibly good. Power is like gasoline. Spread aimlessly over the landscape, it can result in an inferno, causing untold harm. Correctly contained, it can cook supper or transport us to Boston.

Oklahoma’s ultra Conservative government after years of aggressive tax cuts even during the boom years had been corrupted the state. Social services, mental health programs, public transportation and infrastructure were all in various stages of collapse. The public education budget was stripped so bear that teachers had started flooding out to neighbouring states in search of living wages, forcing Oklahoma to patch the gaps by issuing hundreds of emergency teaching licenses and even cutting some of the school back to 4 days a week. It was a radical experiment in ante government governance and it was failing miserably. In 2014, Oklahoma botched an execution so badly that it horrified the entire world. The state was becoming what it used to be: a nowhere place that occasionally erupted with very bad reviews, a kind of grim American joke.

Based in Vancouver, Limobook has been serving the transportation needs of Vancouver's most discerning executives and travellers for over seven years.The world's most influential people trust Limobook as their go-to Vancouver limousine service. With us, they know they'll always get a level of personalized service and care that they won't get with any other company.

Pundits across Coruscant were shocked when Senator Amidala (Chommell sector) appeared on Senator Bail Organa (Alderaan)’s committee for transportation of construction materials. No one could have expected Amidala, who has been notoriously flighty and unpredictable since her arrival on Coruscant, to join such a drab-sounding operation, so theories abound as to her motivations or, rather, the motivations of whoever she is operating for. Senator Organa, though thoroughly reputable in his service, is often at odds with the Chancellor. It seems unlikely that Palpatine has set Amidala on the senator from Alderaan to sniff out some scandal. It’s possible that Amidala is seeking to curry favor by finding one. We can only speculate what folly her newfound “interests” will lead her to.

We had observed a real-estate transaction that takes place each night when we sleep. Fitting the notion of a long-wave radio signal that carries information across large geographical distances, the slow brainwaves of deep NREM had served as a courier service, transporting memory packets from a temporary storage hold (hippocampus) to a more secure, permanent home (the cortex). In doing so, sleep had helped future-proof those memories.

I know a lot of Americans who would be glad to settle for better bus service from their home to their jobs, or from poor neighborhoods to areas of the city where jobs are to be found. Repeated studies of riots in urban ghettos show that lack of adequate transportation was a big factor in the discontent and bitterness which caused riot conditions to erupt, but President Nixon's answer is to build a space shuttle or an SST with precious public funds, to serve a tiny elite of the population or to stimulate the economy of a state or region by creating massive and useless technological publicworks projects. (From Voices of Multicultural America)

Most civilized nations compensate for the inadequacy of wages by providing relatively generous public services such as health insurance, free or subsidized child care, subsidized housing, and effective public transportation.

There are nineteen such wedding chapels in Las Vegas, intensely competitive, each offering better, faster, and, by implication, more sincere services than the next: Our Photos Best Anywhere, Your Wedding on A Phonograph Record, Candlelight with Your Ceremony, Honeymoon Accommodations, Free Transportation from Your Motel to Courthouse to Chapel and Return to Motel, Religious or Civil Ceremonies, Dressing Rooms, Flowers, Rings, Announcements, Witnesses Available, and Ample Parking. All of these services, like most others in Las Vegas (sauna baths, payroll-check cashing, chinchilla coats for sale or rent) are offered twenty-four hours a day, seven days a week, presumably on the premise that marriage, like craps, is a game to be played when the table seems hot.

Most people live in urban settings and interact with others over telecommunications networks, implying their well-being is closely tied to and influenced by others around them. In such large-scale, connected societies, it is usually easier to provide benefits to many people as a group than to individuals separately. Information is easily shared by many; applications for social interaction have little value if used only by a few; public transport shared by many is often more economical than individual vehicles. Yet such large-scale services at present are either provided by monopolistic corporations or by dysfunctional public authorities. Fear of the failures of these providers often leads us to wastefully retreat from public life behind the walls of our homes, our gated communities, our private servers, and our individual cars. As early as the 1950s, economist John Kenneth Galbraith called this the paradox of 'public poverty among 'private affluence': while children are "Admirably equipped with television sets," "schools were often severely overcrowded . . . and underprovided." He complained that a "family which takes its air-conditioned . . . automobile out for a tour passes through cities that are badly paved, made hideous by litter, blighted buildings and posts for wires that long since should have been put underground.

Living in safe communities, with adequate health-care services, outdoor space, clean air and water, public transportation, and affordable healthy food—as well as education, employment, and social support—contributes to longer, healthier lives. And the opposite is true: when residents lack a healthy environment and basic services and support, their lives are cut short. When I returned to the South Side of Chicago in 2020 to see where my Mississippi-born grandparents and their siblings settled during the Great Migration—and which my immediate family left in 1969—I could see the outsized effects of race and place on health.

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Historian Francis Russell noted that inadequate working conditions and rising prices both frightened and galvanized workers. “Wherever one turned, in industry or transportation or public service, there seemed to be a strike or threatened strike,” he said. “To add to the malaise, prices, instead of falling, continued to rise. The value of the 1914 dollar had dropped to only forty-five cents. Food costs had gone up 84 percent, clothes, 114 percent. For the average American family, the cost of living was double what it had been five years earlier, and income had lagged behind. Professional classes, from clergymen and professors to clerks, state and city employees, firemen and police, found themselves worse off than at any time since the Civil War.

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Yet other men came with the idea of setting up links between the East and the West. In 1850 Henry Wells and his partner, William Fargo, were operating American Express, an express company in the burgeoning city of Buffalo. An express company’s business was to ship things quickly but expensively. Messages, banknotes, and valuables were the primary goods transported by express companies. To hedge against the risks to his express company from the instant telegraph, Wells had invested in local telegraph companies, including Ezra Cornell’s. Sensing the opportunity in the West, especially as laying telegraph lines across a desolate country was a practical impossibility, Wells and Fargo proposed expanding their company, American Express, to the West. Their investors balked. So starting in 1852, Wells and Fargo set up a new company to provide express services to California. In addition to simple messages, Wells, Fargo & Co. ventured into the business of bringing gold back east. And since an express company was already entrusted with valuables, it soon made sense for Wells, Fargo & Co. to also offer banking services locally.

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Years ago, I received a call from a paramedic I had known for a long, long time. He was a true believer; a provider in it to do good more than to do well. By the tone of his voice, I could tell he was in some serious trouble. His voice did not lie. He was. It seemed that some years earlier he had suffered an injury off the job. The injury resulted in several surgeries and months of painful recovery, physical rehabilitation, and pain medicine. It started as an as-needed remedy for intense pain but before long became a physical necessity. When the actual pain no longer necessitated the monthly refills, the feigned pain took over. When that excuse had run its course, new injuries and favors from friends took over. The cycle had begun. Back at work, he became adept at leading his double life; on the job he was clean, sober, and clear-headed, but off-duty the pills took over. The decline was slow, but steady. It would not be long before he would lose all control. One day, on a call with the entire crew, he found himself in the home of a patient whose medicine cupboard was a veritable treasure trove of pain killing goodies. Jackpot! While logging all of the medicines, it was easy to drop a full bottle of a certain pain killer into his pocket, and he did…completely undetected. The patient was transported, and the scene was cleared, and his addiction would be fed for a little while longer. Nobody would ever know. However, as he exited the scene with his supervisor, he was struck with a blunt and harsh realization: This is not who I am and it’s not who I want to be! While still at the curbside, in front of the patient’s home, he pulled the bottle from his pocket, handed it to his supervisor, and admitted sincerely: “I have a problem. I need help.” His supervisor considered the heartfelt and painfully honest plea for help, but the paramedic was summarily fired from a job where he had an impeccable record of exemplary service for nearly two decades. He was stripped of his Paramedic license and reported to local authorities and was charged with multiple felonies by the District Attorney. That was the response from his supervisor and the rest of the morally superior lemmings up the chain of command. He asked for help, and they fucked him…because they were afraid of what actually helping him might look like to the outside world. Not once was he offered treatment or an ounce of compassion. He asked for help; now he was looking at serious prison time. This brings us to the frightened and helpless tone in his voice when he called me. Thankfully, his story ends with the proper treatment: A new career and the entire criminal case being dismissed (he had a great lawyer). Unfortunately, similar stories continue to play out in agencies, both public and private, all across America and they do not, or will not, end so well.

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Shop, Cooks Cycles, and Easy Riders Bicycle Rentals, who will deliver bikes to your lodging!). The island also has Uber, Lyft, and a host of taxis. My favorite taxi company is Roger’s Taxi, 508-228-5779. Cranberry Transportation provides a proper “car service” and they also give private tours of the island. Where Should I Stay? You just finished a novel called The Hotel Nantucket, so I’m going to start by recommending the inspiration for the main character in the book, which is The Nantucket Hotel and Resort, located at 77 Easton Street.

The evidence of past mistakes was still everywhere in 2000. Koch Industries was still carrying the accumulated litter that was left behind by countless Value Creation Strategies, years of acquisitions, and rapid growth. As Koch reviewed its holdings, one executive described the corporate structure as representing a table piled high at a rummage sale, full of odds and ends that had no apparent rationale for belonging together. Koch began to unload these properties, selling off pipeline holdings like the Chase Transportation Company. It sold a chemical firm called Koch Microelectronic Service Company and closed down a new $30 million chemical plant in Bryan, Texas. Over a period of years, Koch would sell off thousands of miles of pipelines. The corporate odds and ends were discarded. The remaining businesses at Koch were restructured and streamlined. The most important division, Koch Petroleum, was renamed Flint Hills Resources and given new leaders. Other businesses were consolidated under a new, simplified structure that put them under the umbrella of a few new companies like Koch Minerals, Koch Supply & Trading, and Koch Chemical Technology Group.

the town. But, with the enemy massing beyond the river, the position ceased to be tenable after the 13th when a partially masked battery was disclosed commanding the broken bridge. General Paget’s small force had no alternative but to withdraw in haste, leaving the French free to cross. A battle under the walls of Corunna could no longer be avoided. Fortunately on the evening of the 14th the missing transports arrived, 110 sail strong, bringing the total at anchor in the harbour to 250. With them came a squadron of battleships – Ville de Paris, Victory, Barfleur, Zealous, Implacable, Elizabeth, Norge, Plantagenet, Resolution, Audacious, Endymion, Mediator – a glorious spectacle, thought an onlooker, had it been possible to forget the service for which they had come. Yet it was one which brought relief to thousands of British hearts. That night Moore, not daring to waste an hour lest a sudden change in the wind should enable the French artillery to destroy the fleet at anchor, embarked the remainder of his sick, all but eight of his guns and, since the rocky terrain did not admit of their use in battle, the whole of his cavalry. Only a thousand horses could be taken. The remainder, having foundered during the retreat – not for want of shoes but for nails and hammers – were shot on the beach. During the morning of the 15th Soult, forcing back Paget’s outposts, occupied the heights round the town, overlooking and partially enclosing the inferior British positions on the slopes of Monte Mero. Sharpshooting and cannonading continued all day, about a hundred men falling on either

Today, the estimated cost of all motor vehicle traffic crashes in the United States alone is on the order of $340 billion annually.7 These tangible costs include lost productivity, workplace losses, legal and court expenses, medical costs, emergency medical services, insurance administration costs, congestion costs due to the crash, and property damage costs. If we include nontangible losses such as those related to loss of quality of life, it jumps to $1.76 trillion.

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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.

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industries – has become most apparent over the last decade and a half. During this period, software has “eaten” media, telecom, professional services, and retail and is increasingly “eating” banking, healthcare, education, energy, transportation

Home health care is all about skilled care nursing which is facilitated on a part-time or full-time basis. Generally here caregivers provide all assisted care services.Along with it there are other support services too that can be offered such as physical therapy or occupational therapy,home cooked meals,care management,nursing care,transportation,etc.. You can also ask for other medical social services at royalcare.net .

This massive medical tourism to seek health services was unprecedented in American history. Never before had tens of thousands of patients traveled such great distances for medical services. The cost of transportation, food, and lodging while in transit delayed services and added to the cost. As a result, follow-up care in case of complications became more complex.9 Women endured substantial financial and personal hardships during these journeys in order to obtain safe, legal abortions that were not available locally.