Transportation Industry Quotes

The public is often accused of being disconnected from its military, but frankly it's disconnected from just about everything. Farming, mineral extraction, gas and oil production, bulk cargo transport, logging, fishing, infrastructure construction—all the industries that keep the nation going are mostly unacknowledged by the people who depend on them most.

At Mayflower-Plymouth, we are excited to invest in the evolution of a lot of different industries from IP to E-commerce to Transportation to Real Estate and more. But in every case, the goal is to add value and make things better. We are an investment company with soul and with purpose.

Being a polymath makes me a better investor and a better CEO. Because I have multiple interests and multiple skill sets that span across various industries and topic areas, I’m often able to approach investments from a place knowing, from a place of experience and with a sense of authority. Whether it’s IP, Patents, Transportation, Music, Education or Wellness…. I’ve got some background in it so I’m able lead Mayflower-Plymouth with investing in any or all of these effectively.

And my car back then, a Studebaker as I recall, was powered, as are most of all means of transportation and other machinery today, and electric power plants and furnaces, by the most abused, addictive, and destructive drugs of all: fossil fuels. When you got here, even when I got here, the industrialized world was already hopelessly hooked on fossil fuels, and very soon now there won't be any left. Cold turkey. Can I tell you the truth? I mean this isn't the TV news is it? Here's what I think the truth is: We are all addicts of fossil fuels in a state of denial. And like so many addicts about to face cold turkey, our leaders are now committing violent crimes to get what little is left of what we're hooked on.

They knew that their anarchism was the product of a very high civilization, of a complex diversified culture, of a stable economy and a highly industrialized technology that could maintain high production and rapid transportation of goods. However vast the distances separating settlements, they held to the ideal of complex organicism.

if you have ever wondered why horse-drawn carriages and dogsleds are far more common modes of travel than sheep-dragged sleighs, it is because sheep are not well-suited for employment in the transportation industry.

We’ve arranged a global civilization in which most crucial elements—transportation, communications, and all other industries; agriculture, medicine, education, entertainment, protecting the environment; and even the key democratic institution of voting—profoundly depend on science and technology. We have also arranged things so that almost no one understands science and technology. This is a prescription for disaster. We might get away with it for a while, but sooner or later this combustible mixture of ignorance and power is going to blow up in our faces.

Farming, mineral extraction, gas and oil production, bulk cargo transport, logging, fishing, infrastructure construction—all the industries that keep the nation going are mostly unacknowledged by the people who depend on them most.

This important point that we have just illustrated with the case of motorized transport: When a new item of technology is introduced as an option that an individual can accept or not as he chooses, it does not necessarily REMAIN optional. In many cases the new technology changes society in such a way that people eventually find themselves FORCED to use it.

His thought about the bird halts as the CRAB in his wrist glows. CRAB—Conservable RNA Augmented Body, the faithful servant for a citizen, as the advertisements from the World Government say. This parasitic bio-computer, installed in his left wrist, bears his identity. A hologram projects on it when he fists that hand near his chest. A text message visible in his inbox: You’re missing the Independence Day Speech, auto-signed with Ren. Yuan ignores it. The next text plays in his brain when he is not looking at the CRAB: Come on! The war-hero can’t miss the speech in Alphatech when the war hero himself is its owner! Ren. Yuan doesn’t reply to Ren Agnello, the CEO of Alphatech—the world’s leading transport and robotics industry, of which the Monk is the founder. Well, one of the two founders.

All that remains of the garden city in our own day are traffic-free enclaves, islands in a sea of traffic where the pedestrian leads a legally protected by languishing existence, comparable to that of the North American Indians on their reservations...In reality the modern urbanist regards the city as a gigantic centre of production, geared to the efficient transport of workers and goods, to the accommodation of people and the storage of wares, to industrial and commercial activity. The rest, that is to say creativity, life, is optional and comes under the heading of recreation and leisure activities.

Western Civilization was responsible for a paradigm shift in history. It created the industrial and scientific revolutions that enabled the birth of a transportation, communications and knowledge revolution unprecedented in the 5 billion year history of this planet. Unfortunately this revolution took place amidst a moral vacuum at the very top of the power structure. It is as if a three year old child had been given control over both a candy story and a shotgun. He was able to use the shotgun to get all the candy he wanted but he had no idea what to do next. Whenever somebody tried to tell him too much candy was bad for him, he shot the person who said that.

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.

hands and transported by animal effort, eight dollars, ten dollars, sixteen dollars a ton. They were piled beside the railroad tracks as each section was built farther west. Hills of bones, mountains of blind skulls, loaded onto railroad cars and shipped back east to process sugar. So it was, every teaspoon of sugar that was stirred into a cup or baked into a pudding was haunted by the slave trade and the slaughter of the buffalo. Just as now, into every teaspoon, is mixed the pragmatic nihilism of industrial sugar farming and the death of our place on earth. This is the sweetness that pricks people’s senses and sparkles in a birthday cake and glitters on the tongue. Price guaranteed, delicious, a craving strong as love.

We just haven’t yet discovered the political will, economic might, and cultural flexibility to install and activate them, because doing so requires something a lot bigger, and more concrete, than imagination—it means nothing short of a complete overhaul of the world’s energy systems, transportation, infrastructure and industry and agriculture. Not to mention, say, our diets or our taste for Bitcoin. The cryptocurrency now produces as much CO2 each year as a million transatlantic flights.

When foreign military spending [bombing Korea and Vietnam] forced the U.S. balance of payments into deficit and drove the United States off gold in 1971, central banks were left without the traditional asset used to settle payments imbalances. The alternative by default was to invest their subsequent payments inflows in U.S. Treasury bonds, as if these still were “as good as gold.” Central banks have been holding some $4 trillion of these bonds in their international reserves for the past few years — and these loans have financed most of the U.S. Government’s domestic budget deficits for over three decades. Given the fact that about half of U.S. Government discretionary spending is for military operations — including more than 750 foreign military bases and increasingly expensive operations in the oil-producing and transporting countries — the international financial system is organized in a way that finances the Pentagon, along with U.S. buyouts of foreign assets expected to yield much more than the Treasury bonds that foreign central banks hold.

We are dealing, then, with an absurdity that is not a quirk or an accident, but is fundamental to our character as people. The split between what we think and what we do is profound. It is not just possible, it is altogether to be expected, that our society would produce conservationists who invest in strip-mining companies, just as it must inevitably produce asthmatic executives whose industries pollute the air and vice-presidents of pesticide corporations whose children are dying of cancer. And these people will tell you that this is the way the "real world" works. The will pride themselves on their sacrifices for "our standard of living." They will call themselves "practical men" and "hardheaded realists." And they will have their justifications in abundance from intellectuals, college professors, clergymen, politicians. The viciousness of a mentality that can look complacently upon disease as "part of the cost" would be obvious to any child. But this is the "realism" of millions of modern adults. There is no use pretending that the contradiction between what we think or say and what we do is a limited phenomenon. There is no group of the extra-intelligent or extra-concerned or extra-virtuous that is exempt. I cannot think of any American whom I know or have heard of, who is not contributing in some way to destruction. The reason is simple: to live undestructively in an economy that is overwhelmingly destructive would require of any one of us, or of any small group of us, a great deal more work than we have yet been able to do. How could we divorce ourselves completely and yet responsibly from the technologies and powers that are destroying our planet? The answer is not yet thinkable, and it will not be thinkable for some time -- even though there are now groups and families and persons everywhere in the country who have begun the labor of thinking it. And so we are by no means divided, or readily divisible, into environmental saints and sinners. But there are legitimate distinctions that need to be made. These are distinctions of degree and of consciousness. Some people are less destructive than others, and some are more conscious of their destructiveness than others. For some, their involvement in pollution, soil depletion, strip-mining, deforestation, industrial and commercial waste is simply a "practical" compromise, a necessary "reality," the price of modern comfort and convenience. For others, this list of involvements is an agenda for thought and work that will produce remedies. People who thus set their lives against destruction have necessarily confronted in themselves the absurdity that they have recognized in their society. They have first observed the tendency of modern organizations to perform in opposition to their stated purposes. They have seen governments that exploit and oppress the people they are sworn to serve and protect, medical procedures that produce ill health, schools that preserve ignorance, methods of transportation that, as Ivan Illich says, have 'created more distances than they... bridge.' And they have seen that these public absurdities are, and can be, no more than the aggregate result of private absurdities; the corruption of community has its source in the corruption of character. This realization has become the typical moral crisis of our time. Once our personal connection to what is wrong becomes clear, then we have to choose: we can go on as before, recognizing our dishonesty and living with it the best we can, or we can begin the effort to change the way we think and live.

The Saudis considered the petroleum under their soil a gift from God, but accessing its value laid within man’s capacity. Until the Saudis developed the capabilities themselves, they would simply import the human capital they needed to make that petroleum valuable. This meant importing Aramco to run the oil industry, IBI and, later, other companies to build modern cities and transportation, and even American financial advisors to create a modern banking system. The trick was to buy what they did not have from the outside, and then to make it their own.

If you really want to be right (or at least improve the odds of being right), you have to start by acknowledging your fallibility, deliberately seeking out your mistakes, and figuring out what caused you to make them. This truth has long been recognized in domains where being right is not just a zingy little ego boost but a matter of real urgency: in transportation, industrial design, food and drug safety, nuclear energy, and so forth. When they are at their best, such domains have a productive obsession with error. They try to imagine every possible reason a mistake could occur, they prevent as many of them as possible, and they conduct exhaustive postmortems on the ones that slip through. By embracing error as inevitable, these industries are better able to anticipate mistakes, prevent them, and respond appropriately when those prevention efforts fail.

There are many well-known arguments for why the Holocaust perpetrated by the Nazis was different. It was higher tech. Death came faster. It was industrial in its scale. All true. But it’s also true that every holocaust is different. Every genocide has its own particular characteristics, and every hated group is hated in its own special way. By sheer numbers of dead, the genocide of Indigenous peoples in the Americas surpasses all others. In terms of modern technologies, the transatlantic trade in kidnapped and enslaved Africans, and the plantations the trade served in the antebellum South and the Caribbean, were highly modern for their times. So cutting-edge, scholars have shown, that the systems developed to transport, insure, depreciate, track, control, and extract maximum wealth from this coerced labor shaped many aspects of modern accounting and human resources management. And as Rinaldo Walcott, a scholar of race and gender, writes in his manifesto On Property, “The ideas forged in the plantation economy continue to shape our social relations.” Among those social relations are modern policing, mass surveillance, and mass incarceration. On what else does the claim to exceptionalism rest?

Two large trials of antioxidants were set up after Peto’s paper (which rather gives the lie to nutritionists’ claims that vitamins are never studied because they cannot be patented: in fact there have been a great many such trials, although the food supplement industry, estimated by one report to be worth over $50 billion globally, rarely deigns to fund them). One was in Finland, where 30,000 participants at high risk of lung cancer were recruited, and randomised to receive either ß-carotene, vitamin E, or both, or neither. Not only were there more lung cancers among the people receiving the supposedly protective ß-carotene supplements, compared with placebo, but this vitamin group also had more deaths overall, from both lung cancer and heart disease. The results of the other trial were almost worse. It was called the ‘Carotene and Retinol Efficacy Trial’, or ‘CARET’, in honour of the high p-carotene content of carrots. It’s interesting to note, while we’re here, that carrots were the source of one of the great disinformation coups of World War II, when the Germans couldn’t understand how our pilots could see their planes coming from huge distances, even in the dark. To stop them trying to work out if we’d invented anything clever like radar (which we had), the British instead started an elaborate and entirely made-up nutritionist rumour. Carotenes in carrots, they explained, are transported to the eye and converted to retinal, which is the molecule that detects light in the eye (this is basically true, and is a plausible mechanism, like those we’ve already dealt with): so, went the story, doubtless with much chortling behind their excellent RAF moustaches, we have been feeding our chaps huge plates of carrots, to jolly good effect. Anyway. Two groups of people at high risk of lung cancer were studied: smokers, and people who had been exposed to asbestos at work. Half were given 3-carotene and vitamin A, while the other half got placebo. Eighteen thousand participants were due to be recruited throughout its course, and the intention was that they would be followed up for an average of six years; but in fact the trial was terminated early, because it was considered unethical to continue it. Why? The people having the antioxidant tablets were 46 per cent more likely to die from lung cancer, and 17 per cent more likely to die of any cause,* than the people taking placebo pills. This is not news, hot off the presses: it happened well over a decade ago.

The world of 1800 was closer to the world of 1500 than it was to the mundane realities of 1900.50 By 1900, half of the world’s fuel production came from coal and oil, electricity generation was rapidly expanding, and new prime movers—steam engines, internal combustion engines, steam and water turbines, and electric motors—were creating new industries and transportation capabilities.

Finding a situation that catches the key competitor or competitors with conflicting goals is at the heart of many company success stories. The slow Swiss reaction to the Timex watch provides an example. Timex sold its watches through drugstores, rather than through the traditional jewelry store outlets for watches, and emphasized very low cost, the need for no repair, and the fact that a watch was not a status item but a functional part of the wardrobe. The strong sales of the Timex watch eventually threatened the financial and growth goals of the Swiss, but it also raised an important dilemma for them were they to retaliate against it directly. The Swiss had a big stake in the jewelry store as a channel and a large investment in the Swiss image of the watch as a piece of fine precision jewelry. Aggressive retaliation against Timex would have helped legitimize the Timex concept, threatened the needed cooperation of jewelers in selling Swiss watches, and blurred the Swiss product image. Thus the Swiss retaliation to Timex never really came. There are many other examples of this principle at work. Volkswagen’s and American Motor’s early strategies of producing a stripped-down basic transportation vehicle with few style changes created a similar dilemma for the Big Three auto producers. They had a strategy built on trade-up and frequent model changes. Bic’s recent introduction of the disposable razor has put Gillette in a difficult position: if it reacts it may cut into the sales of another product in its broad line of razors, a dilemma Bic does not face.4 Finally, IBM has been reluctant to jump into minicomputers because the move will jeopardize its sales of larger mainframe computers.

For years and years, even during the time of my first visit in 1962, it has been said that Calcutta was dying, that its port was silting up, its antiquated industry declining, but Calcutta hadn't died. It hadn't done much, but it had gone on; and it had begun to appear that the prophecy has been excessive. Now it occurred to me that perhaps this was what happened when cities died. They don't die with a bang; they didn't die only when they were abandoned. Perhaps, they died like this: when everybody was suffering, when transport was so hard that working people gave up jobs they needed because the fear the suffering of the travel; When no one had clean water or air; No one could go walking. Perhaps city died when they lost amenities that cities provided, the visual excitement, the heightened sense of human possibility, and became simply places where there were too many people, and people suffered.

Man, attracted by the treasure that the victory over the whale might afford him, has troubled the peace of their immense solitary abodes, violated their refuges, sacrificed all those which the icy, unapproachable polar deserts could not screen from his blow; and the war he has had made on them has been especially cruel because he has seen that it is large catches that make his commerce prosperous, his industry vital, his sailors numerous, his navigators daring, his pilots experienced, his navies strong and his power great. Thus it is that these giants among giants have fallen beneath his arms; and because his genius is immortal and his science now imperishable, because he has been able to multiply without limit the imaginings of his mind, they will not cease to be the victims of his interest until they have ceased to exist. In vain do they flee before him; his art will transport him to the ends of the earth; they find no sanctuary except in nothingness.

Public health, conduct, sanitation, agriculture, industry, transport, and a hundred other activities, all normal to community life, were supervised and directed by these officers. Their task was difficult but vastly important, not merely from a humanitarian viewpoint, but to the success of our armies. Every command needs peace and order in its rear; otherwise it must detach units to preserve signal and road communications, protect dumps and convoys, and suppress underground activity.

Westerners came in with guns, they made the native governments sign agreements not to raise their import tariff over 5 percent and in one case 8 percent. Japan didn’t get free from that tariff until the 20th century. In China and in the Ottoman Empire they didn’t get rid of it until well in the 20th century. And this 5 percent tariff made it impossible for them to keep European industrial goods out and preserve the handicraft of their own peasantry. Well, now, the transportation and communication revolution requires capital. Where are they going to get it? There is no development ahead of it which would provide it. It requires labor. Where are they going to get that? Their economic system, their agricultural system, is already producing hardly enough. Well, the way they got these skilled technologists, where they got these inventions, where they got the capital was, of course, from Europe, generally by borrowing it and building railroads and so forth. But they were not paying for it themselves.

The Chinese government assigns capital to everything. Infrastructure development. Industrial plant buildout. Transport systems. Educational systems. Health systems. Everything and anything that puts people in jobs. Excruciatingly little of it would qualify as “wise capital allocation.” The goal isn’t efficiency or profitability, but instead achieving the singular political goal of overcoming regional, geographic, climatic, demographic, ethnic, and millennia of historical barriers to unity. No price is too high.

The first vaccine for smallpox was developed at the end of the 18th century, and by the end of the 19th century, the disease had become comparatively rare in most industrialized countries. In the 20th century, medical advances made the vaccine easier to produce and transport around the world, leading to a global campaign to eradicate smallpox completely. It succeeded: the last smallpox infection “in the wild” occurred in Somalia in 1977, and the last outbreak in history—and the final smallpox death—happened after a lab accident in 1978.

By 1900, a small white minority radiating out from Europe would come to control most of world’s land surface, imposing the imperatives of a commercial economy and international trade on Asia’s mainly agrarian societies. Europeans backed by garrisons and gunboats could intervene in the affairs of any Asian country they wished to. They were free to transport millions of Asian labourers to far-off colonies (Indians to the Malay Peninsula, Chinese to Trinidad); exact the raw materials and commodities they needed for their industries from Asian economies; and flood local markets with their manufactured products. The peasant in his village and the market trader in his town were being forced to abandon a life defined by religion, family and tradition amid rumours of powerful white men with a strange god-on-a-cross who were reshaping the world- men who married moral aggressiveness with compact and coherent nation-states, the profit motive and superior weaponry, and made Asian societies seem lumberingly inept in every way, unable to match the power of Europe or unleash their own potential.

The age of centralized, command-and-control, extraction-resource-based energy sources (oil, gas, coal and nuclear) will not end because we run out of petroleum, natural gas, coal, or uranium. It will end because these energy sources, the business models they employ, and the products that sustain them will be disrupted by superior technologies, product architectures, and business models. Compelling new technologies such as solar, wind, electric vehicles, and autonomous (self-driving) cars will disrupt and sweep away the energy industry as we know it.

She stood and meandered around the room. “For fifty thousand years, right up to the industrial revolution, human civilization was about one thing and one thing only: food. Every culture that existed put most of their time, energy, manpower, and resources into food. Hunting it, gathering it, farming it, ranching it, storing it, distributing it…it was all about food. “Even the Roman Empire. Everyone knows about the emperors, the armies, and the conquests. But what the Romans really invented was a very efficient system of acquiring farmland and transportation of food and water.

Obviously, large has always been a byword for importance and grandeur in the human imagination. Large impresses us, it awes us, it frightens us; and, as far as human artifacts are concerned, it also inspires us to go further, to set new limits, to design larger structures (taller skyscrapers), larger transportation machines (be it jetliners or cruise ships), and, alas, larger political and economic empires. We set much-welcomed records (larger industrial facilities making consumer products more affordable by lowering their unit costs) as well as pursuing many dubious accomplishments

Animals arrive at slaughter exhausted, thirsty, hungry, and terrified. Every year 100,000 factory farmed cattle arrive at slaughter injured, or too dispirited to walk; undercover investigators have repeatedly documented downed animals who are kicked, beaten, pushed with bulldozers, and dragged from transport trucks with ropes or a chain, though they are fully conscious, in pain, and bellowing pitifully. Cows exploited in the dairy industry, because they are older and their bodies have been exhausted by perpetual pregnancy, birthing, and milking, are among the most pathetic when they arrive at slaughter.

The largest sources of CO2 from animal agriculture come not from the animals themselves (through respiration and waste), but from the inputs and land-use changes necessary to maintain and feed them, including: burning fossil fuels to produce fertilisers used in feed production; maintaining intensive animal production facilities; growing the associated animal feed; transporting the animal feed; and processing and transporting the animal products. Furthermore, clearing land to graze livestock and grow feed is the largest single cause of deforestation and among the major causes of land degradation and desertification.

I arrived at this conclusion partly because, like most people who have latterly concluded that membership of the European Union provided the United Kingdom with rather more benefits than problems, I didn’t have particularly strong convictions about the issue until after the decision to leave it had been taken. The more I read and researched as part of the preparation for my show, the more I realised how sketchy my previous understanding had been. And when ‘no deal’ began to seem possible, speaking to people in the transport and haulage industries who understood precisely how catastrophic it would be left me as embarrassed as I was shocked.

To eat responsibly is to understand and enact, so far as one can, this complex relationship. What can one do? Here is a list, probably not definitive: 1. Participate in food production to the extent that you can. If you have a yard or even just a porch box or a pot in a sunny window, grow something to eat in it. Make a little compost of your kitchen scraps and use it for fertilizer. Only by growing some food for yourself can you become acquainted with the beautiful energy cycle that revolves from soil to seed to flower to fruit to food to offal to decay, and around again. You will be fully responsible for any food that you grow for yourself, and you will know all about it. You will appreciate it fully, having known it all its life. 2. Prepare your own food. This means reviving in your own mind and life the arts of kitchen and household. This should enable you to eat more cheaply, and it will give you a measure of “quality control”: You will have some reliable knowledge of what has been added to the food you eat. 3. Learn the origins of the food you buy, and buy the food that is produced closest to your home. The idea that every locality should be, as much as possible, the source of its own food makes several kinds of sense. The locally produced food supply is the most secure, the freshest, and the easiest for local consumers to know about and to influence. 4. Whenever possible, deal directly with a local farmer, gardener, or orchardist. All the reasons listed for the previous suggestion apply here. In addition, by such dealing you eliminate the whole pack of merchants, transporters, processors, packagers, and advertisers who thrive at the expense of both producers and consumers. 5. Learn, in self-defense, as much as you can of the economy and technology of industrial food production. What is added to food that is not food, and what do you pay for these additions? 6. Learn what is involved in the best farming and gardening. 7. Learn as much as you can, by direct observation and experience if possible, of the life histories of the food species. The

industrial man no longer eats potatoes made from solar energy; now he eats potatoes partly made of oil.”[81] Fifty years later, this existential dependence is still insufficiently appreciated—but the readers of this book now understand that our food is partly made not just of oil, but also of coal that was used to produce the coke required for smelting the iron needed for field, transportation, and food processing machinery; of natural gas that serves as both feedstock and fuel for the synthesis of nitrogenous fertilizers; and of the electricity generated by the combustion of fossil fuels that is indispensable for crop processing, taking care of animals, and food and feed storage and preparation

Etatism by no means aims at the formal transformation of all ownership of the means of production into State ownership by a complete overthrow of the established legal system. Only the biggest industrial, mining, and transport enterprises are to be nationalized; in agriculture, and in medium- and small-scale industry, private property is nominally to continue. Nevertheless, all enterprises are to become State undertakings in fact. Owners are to be left the title and dignity of ownership, it is true, and to be given a right to the receipt of a 'reasonable' income, 'in accordance with their position'; but, in fact, every business is to be changed into a government office and every livelihood into an official profession.

This is not a healthy outlook for America. We are also facing the same combination of destabilizing events that took place in Imperial Russia before the Bolshevik Revolution, such as: 1. A crisis in government policies to improve deteriorating industry and transportation. (Yes ) 2. Difficulty in providing basic provisions to the citizenry. (Not yet) 3. A 36% decrease in gross industrial production. (Yes) 4. 50% of enterprises closing major industrial centers of manufacturing. (Almost there) 5. Sharp increase in the cost of living. (Yes) 6. Real wages fell 50% in the past 4 years. (Yes) 7. National debt rose 400%. (Yes) 8. Debt to foreign governments (like China and Saudi Arabia) exceeds 20%. (Yes) 9. Actual history becomes illegal. (Almost there)

For fifty thousand years, right up to the industrial revolution, human civilization was about one thing and one thing only: food. Every culture that existed put most of their time, energy, manpower, and resources into food. Hunting it, gathering it, farming it, ranching it, storing it, distributing it…it was all about food. “Even the Roman Empire. Everyone knows about the emperors, the armies, and the conquests. But what the Romans really invented was a very efficient system of acquiring farmland and transportation of food and water.” She walked to the other side of the room. “The industrial revolution mechanized agriculture. Since then, we’ve been able to focus our energies on other things. But that’s only been the last two hundred years. Before that, most people spent most of their lives directly dealing with food production.

The same thing, notes Brynjolfsson, happened 120 years ago, in the Second Industrial Revolution, when electrification—the supernova of its day—was introduced. Old factories did not just have to be electrified to achieve the productivity boosts; they had to be redesigned, along with all business processes. It took thirty years for one generation of managers and workers to retire and for a new generation to emerge to get the full productivity benefits of that new power source. A December 2015 study by the McKinsey Global Institute on American industry found a “considerable gap between the most digitized sectors and the rest of the economy over time and [found] that despite a massive rush of adoption, most sectors have barely closed that gap over the past decade … Because the less digitized sectors are some of the largest in terms of GDP contribution and employment, we [found] that the US economy as a whole is only reaching 18 percent of its digital potential … The United States will need to adapt its institutions and training pathways to help workers acquire relevant skills and navigate this period of transition and churn.” The supernova is a new power source, and it will take some time for society to reconfigure itself to absorb its full potential. As that happens, I believe that Brynjolfsson will be proved right and we will start to see the benefits—a broad range of new discoveries around health, learning, urban planning, transportation, innovation, and commerce—that will drive growth. That debate is for economists, though, and beyond the scope of this book, but I will be eager to see how it plays out. What is absolutely clear right now is that while the supernova may not have made our economies measurably more productive yet, it is clearly making all forms of technology, and therefore individuals, companies, ideas, machines, and groups, more powerful—more able to shape the world around them in unprecedented ways with less effort than ever before. If you want to be a maker, a starter-upper, an inventor, or an innovator, this is your time. By leveraging the supernova you can do so much more now with so little. As Tom Goodwin, senior vice president of strategy and innovation at Havas Media, observed in a March 3, 2015, essay on TechCrunch.com: “Uber, the world’s largest taxi company, owns no vehicles. Facebook, the world’s most popular media owner, creates no content. Alibaba, the most valuable retailer, has no inventory. And Airbnb, the world’s largest accommodation provider, owns no real estate. Something interesting is happening.

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.

If a society, a city, or a territory, were to guarantee the necessaries of life to its inhabitants (and we shall see how the conception of the necessaries of life can be so extended as to include luxuries), it would be compelled to take possession of what is absolutely needed for production; that is to say — land, machinery, factories, means of transport, etc. Capital in the hands of private owners would be expropriated and returned to the community. The great harm done by bourgeois society, as we have already mentioned, is not only that capitalists seize a large share of the profits of each industrial and commercial enterprise, thus enabling them to live without working, but that all production has taken a wrong direction, as it is not carried on with a view to securing well-being to all. For this reason we condemn it. Moreover, it is impossible to carry on mercantile production in everybody’s interest. To wish it would be to expect the capitalist to go beyond his province and to fulfill duties that he cannot fulfill without ceasing to be what he is — a private manufacturer seeking his own enrichment. Capitalist organization, based on the personal interest of each individual trader, has given all that could be expected of it to society — it has increased the productive force of work. The capitalist, profiting by the revolution effected in industry by steam, by the sudden development of chemistry and machinery, and by other inventions of our century, has endeavoured in his own interest to increase the yield of work, and in a great measure he has succeeded. But to attribute other duties to him would be unreasonable. For example, to expect that he should use this superior yield of work in the interest of society as a whole, would be to ask philanthropy and charity of him, and a capitalist enterprise cannot be based on charity.

It never ceases to amaze me how many Christians, in the North and the South, continue to refer to the former as the “developed” and the latter as the “developing” world. When we in the South use this term to describe ourselves, we are evaluating ourselves by a set of cultural values that are alien to our own cultures, let alone to a Christian world-view! All our normative images and yardsticks of “development” are ideologically loaded. Who dictates that mushrooming TV satellite dishes and skyscrapers are signs of “development”? Who, apart from the automobile industry and the advertising agencies, seriously believes that a country with six-lane highways and multi-story car-parks is more “developed” than one whose chief mode of transport is railways? Does the fact that there are more telephones in Manhattan, New York, than in the whole of sub-Saharan Africa, mean that human communication is more developed in the former than the latter?

If we look at the way an industrial producer creates new products, we see a long list of trials and errors and eventually improvement in quality at a lower cost. Urban policies and strategies, by contrast, often do not follow this logic; they are often repeated even when it is well known that they failed. For instance, policies like rent control, greenbelts, new light rail transports, among others, are constantly repeated in spite of a near consensus on their failure to achieve their objectives. A quantitative evaluation of the failure of these policies is usually well documented through special reports or academic papers; it is seldom produced internally by cities, however, and the information does not seem to reach urban decision makers. Only a systematic analysis of data through indicators allows urban policies to be improved over time and failing policies to be abandoned. But as Angus Deaton wrote: 'without data, anyone who does anything is free to claim success.

If you ever hear the words conventional and wisdom conjoined, reject them. Because if it is conventional, it isn’t wisdom. And if it’s wisdom, it isn’t conventional. —Herb Kelleher How has Southwest been able to attain uncommon results in the worst industry in capitalism? The company has succeeded by being unconventional. Herb likes to tell the story of how a Washington think tank told the company that it would not be able to survive without six of the “keys to success” that other carriers have used. Southwest followed none of those keys to success. At every point of Southwest’s history, the company has successfully challenged industry norms. Southwest differed from the competition because of its low-cost fares. In the 1970s, before deregulation, flying was expensive, because the government controlled the prices. Rollin King and Herb Kelleher’s idea was to provide lower fares and enable a greater number of Americans to fly. Southwest would not be competing with other airlines but with other forms of transportation.

Knowledge about the nutritious properties and growth cycles of what would later become staple crops, feeding vast populations – wheat, rice, corn – was initially maintained through ritual play farming of exactly this sort. Nor was this pattern of discovery limited to crops. Ceramics were first invented, long before the Neolithic, to make figurines, miniature models of animals and other subjects, and only later cooking and storage vessels. Mining is first attested as a way of obtaining minerals to be used as pigments, with the extraction of metals for industrial use coming only much later. Mesoamerican societies never employed wheeled transport; but we know they were familiar with spokes, wheels and axles since they made toy versions of them for children. Greek scientists famously came up with the principle of the steam engine, but only employed it to make temple doors that appeared to open of their own accord, or similar theatrical illusions. Chinese scientists, equally famously, first employed gunpowder for fireworks.

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.

Clark Air base in Angeles City is a hub of commerce. The streets teem with industrious Filipinos hustling to make a living. Rusty cars and trucks clog narrow streets and honk their horns with abandon. Jeepneys ferry passengers around town for only a few pesos and serve as public transportation. The jeepney is the official vehicle of the Philippines. Jeepneys are long, open-sided jeeps and have bench seats for passengers. The best jeepneys are very ornate, their hoods festooned with a multitude of fancy chrome horses and ornaments, multihued streamers, and hand-operated rubber-bulb horns. Safety standards are third-world-relaxed in the PI, and jeepney drivers casually smoke cigarettes while they sit with plastic containers of gasoline nestled between their feet. The clear plastic jugs have a tube that connects to the engine and serves as the jeepney’s improvised gas tank, making it easier for the driver to monitor and conserve fuel. Jeepneys are not the only transportation available. Small, sidecar-equipped motorcycles called tricycles, also serve as cheap taxis, crowding the streets near popular establishments. The alleys are lined with side-by-side food stalls, and street vendors occupy every corner.

The German economic system as it existed before the war depended on three main factors: I. Overseas commerce as represented by her mercantile marine, her colonies, her foreign investments, her exports, and the overseas connections of her merchants; II. The exploitation of her coal and iron and the industries built upon them; III. Her transport and tariff system. Of these the first, while not the least important, was certainly the most vulnerable. The Treaty aims at the systematic destruction of all three, but principally of the first two. I (1) Germany has ceded to the Allies all the vessels of her mercantile marine exceeding 1600 tons gross, half the vessels between 1000 tons and 1600 tons, and one quarter of her trawlers and other fishing boats.[9] The cession is comprehensive, including not only vessels flying the German flag, but also all vessels owned by Germans but flying other flags, and all vessels under construction as well as those afloat.[10] Further, Germany undertakes, if required, to build for the Allies such types of ships as they may specify up to 200,000 tons[11] annually for five years, the value of these ships being credited to Germany against what is due from her for Reparation.[12]

The most magnificent drama in the last thousand years of human history is the transportation of ten million human beings out of the dark beauty of their mother continent into the new-found Eldorado of the West. They descended into Hell; and in the third century they arose from the dead, in the finest effort to achieve democracy for the working millions which this world had ever seen. It was a tragedy that beggared the Greek; it was an upheaval of humanity like the Reformation and the French Revolution. Yet we are blind and led by the blind. We discern in it no part of our labor movement; no part of our industrial triumph; no part of our religious experience. Before the dumb eyes of ten generations of ten million children, it is made mockery of and spit upon; a degradation of the eternal mother; a sneer at human effort; with aspiration and art deliberately and elaborately distorted. And why? Because in a day when the human mind aspired to a science of human action, a history and psychology of the mighty effort of the mightiest century, we fell under the leadership of those who would compromise with truth in the past in order to make peace in the present and guide policy in the future. —W. E. B. DU BOIS, Black Reconstruction in America, 1935

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.

The beef cattle industry provides a good example of how a fragmented industry can change in structure. The industry has historically been characterized by a large number of small ranchers grazing cattle on rangelands and transporting them to a meat-packer for processing. Raising cattle has traditionally involved few economies of scale; if anything, there could well be diseconomies of controlling a very large herd and moving it from area to area. However, technological developments have led to the wider use of the feedlot as an alternative process for fattening cattle. Under carefully controlled conditions, the feedlot has proven to be a far cheaper way to put weight on animals. Constructing feedlots requires large capital outlays, though, and there appear to be significant economies of scale in their operation. As a result, some large beef growers, such as Iowa Beef and Monfort, are emerging and the industry is concentrating. These large growers are beginning to be large enough to backward integrate into processing of feeds and to forward integrate into meat processing and distribution. The latter has led to the development of brand names. In this industry the fundamental cause of fragmentation was the production technology utilized for fattening cattle. Once this impediment to consolidation was removed, a process of structural change was triggered which has encompassed many elements of industry structure going far beyond feedlots alone.

I also gained a deeper appreciation of what it must have been like for my mother to be in a foreign country unable to speak the language (in her case, unable to read or write any language). As I walked around by myself, however, it was obvious that based on my body language people perceived me as American but at the same time different enough from other Americans that they felt free to come up and ask me all kinds of personal questions about where I came from, what kind of work I did, whether I was married, how many people there were in my family. Back in the 1930s when I asked personal questions like these of a Chinese student at Bryn Mawr, she reprimanded me for being too personal. I’m not sure whether that was because she came from a higher social class or because the revolution has opened things up. I answered their questions as best as I could in my limited Chinese. The ingenuity and energy of the Chinese reminded me of my father, for example, the way that they used bicycles, often transformed into tricycles, for transporting all kinds of things: little children (sometimes in a sidecar), bricks and concrete, beds and furniture. I was amazed at the number of entrepreneurs lining the sidewalks with little sewing machines ready to alter or make a garment, barbers with stools and scissors, knife sharpeners, shoe repairmen, vendors selling food and other kinds of merchandise from carts. Everywhere I went I saw women knitting, as they waited for a bus or walked along the street, as if they couldn’t waste a minute. I had never seen such an industrious people. It was unlike anything that I had witnessed in England, France, the West Indies, Africa, or the United States.

The Times Exclusive Reveal of Windermere Six Thanks to an anonymous source, the Times is pleased to share an exclusive list of the six children who were transported yesterday evening to Hollingsworth Hall, the magnificent and secluded home of Camilla Lenore DeMoss, the Countess of Windermere. They are, in no particular order: Oliver Appleby: Heir to the Appleby Jewelry fortune. This young chap is known to be an excellent student who also excels at rowing and cricket. Viola Dale: The Dales are well known throughout London for their dedication to social reform and relief for those in distress. Young Viola has been a presence on the charitable event circuit since the age of two. Frances Wellington: Miss Wellington's parents are internationally known art collectors who have an impeccable eye for up-and-coming talent in sculpture and painting. They also delve into gems of historical value. Frances is privately tutored, and her deliciously expensive introduction to London society is already being buzzed about. Barnaby Trundle: Young Barnaby attends school in South London. His father works in the textile industry. One of his teachers says Barnaby is "occasionally quick-tempered with other boys in his form." Edward Herringbone: The Herringbones are close acquaintances with the aforementioned Dales, their own admirable interests lying mainly in reducing poverty by increasing educational opportunities. Edward has been called "an indubitable library of a boy" by one of his teaching masters at St. Stephen's. Tabitha Crum: Miss Crum's father is employed by the Wilting Bank of South London. A neighbor of the family says that the lucky child "talks to herself" and calls the Crums "socially famished.

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

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.

Every time we sit down to breakfast, we are likely to be benefiting from a dozen such prehistoric inventions. Who was the first person to figure out that you could make bread rise by the addition of those microorganisms we call yeasts? We have no idea, but we can be almost certain she was a woman and would most likely not be considered ‘white’ if she tried to immigrate to a European country today; and we definitely know her achievement continues to enrich the lives of billions of people. What we also know is that such discoveries were, again, based on centuries of accumulated knowledge and experimentation – recall how the basic principles of agriculture were known long before anyone applied them systematically – and that the results of such experiments were often preserved and transmitted through ritual, games and forms of play (or even more, perhaps, at the point where ritual, games and play shade into each other). ‘Gardens of Adonis’ are a fitting symbol here. Knowledge about the nutritious properties and growth cycles of what would later become staple crops, feeding vast populations – wheat, rice, corn – was initially maintained through ritual play farming of exactly this sort. Nor was this pattern of discovery limited to crops. Ceramics were first invented, long before the Neolithic, to make figurines, miniature models of animals and other subjects, and only later cooking and storage vessels. Mining is first attested as a way of obtaining minerals to be used as pigments, with the extraction of metals for industrial use coming only much later. Mesoamerican societies never employed wheeled transport; but we know they were familiar with spokes, wheels and axles since they made toy versions of them for children. Greek scientists famously came up with the principle of the steam engine, but only employed it to make temple doors that appeared to open of their own accord, or similar theatrical illusions. Chinese scientists, equally famously, first employed gunpowder for fireworks.

Dear KDP Author, Just ahead of World War II, there was a radical invention that shook the foundations of book publishing. It was the paperback book. This was a time when movie tickets cost 10 or 20 cents, and books cost $2.50. The new paperback cost 25 cents – it was ten times cheaper. Readers loved the paperback and millions of copies were sold in just the first year. With it being so inexpensive and with so many more people able to afford to buy and read books, you would think the literary establishment of the day would have celebrated the invention of the paperback, yes? Nope. Instead, they dug in and circled the wagons. They believed low cost paperbacks would destroy literary culture and harm the industry (not to mention their own bank accounts). Many bookstores refused to stock them, and the early paperback publishers had to use unconventional methods of distribution – places like newsstands and drugstores. The famous author George Orwell came out publicly and said about the new paperback format, if “publishers had any sense, they would combine against them and suppress them.” Yes, George Orwell was suggesting collusion. Well… history doesn’t repeat itself, but it does rhyme. Fast forward to today, and it’s the e-book’s turn to be opposed by the literary establishment. Amazon and Hachette – a big US publisher and part of a $10 billion media conglomerate – are in the middle of a business dispute about e-books. We want lower e-book prices. Hachette does not. Many e-books are being released at $14.99 and even $19.99. That is unjustifiably high for an e-book. With an e-book, there’s no printing, no over-printing, no need to forecast, no returns, no lost sales due to out of stock, no warehousing costs, no transportation costs, and there is no secondary market – e-books cannot be resold as used books. E-books can and should be less expensive. Perhaps channeling Orwell’s decades old suggestion, Hachette has already been caught illegally colluding with its competitors to raise e-book prices. So far those parties have paid $166 million in penalties and restitution. Colluding with its competitors to raise prices wasn’t only illegal, it was also highly disrespectful to Hachette’s readers. The fact is many established incumbents in the industry have taken the position that lower e-book prices will “devalue books” and hurt “Arts and Letters.” They’re wrong. Just as paperbacks did not destroy book culture despite being ten times cheaper, neither will e-books. On the contrary, paperbacks ended up rejuvenating the book industry and making it stronger. The same will happen with e-books. Many inside the echo-chamber of the industry often draw the box too small. They think books only compete against books. But in reality, books compete against mobile games, television, movies, Facebook, blogs, free news sites and more. If we want a healthy reading culture, we have to work hard to be sure books actually are competitive against these other media types, and a big part of that is working hard to make books less expensive. Moreover, e-books are highly price elastic. This means that when the price goes down, customers buy much more. We've quantified the price elasticity of e-books from repeated measurements across many titles. For every copy an e-book would sell at $14.99, it would sell 1.74 copies if priced at $9.99. So, for example, if customers would buy 100,000 copies of a particular e-book at $14.99, then customers would buy 174,000 copies of that same e-book at $9.99. Total revenue at $14.99 would be $1,499,000. Total revenue at $9.99 is $1,738,000. The important thing to note here is that the lower price is good for all parties involved: the customer is paying 33% less and the author is getting a royalty check 16% larger and being read by an audience that’s 74% larger. The pie is simply bigger.

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

Storm Sondors has managed to break into the extremely competitive electric transportation industry via his two business: Sondors Electric Bikes and Electric Vehicles. He has a lot of faith in these businesses and so do their many customers. Storm Sondors is personally inspired by Bill Gates and he hopes that he can emulate his success in business.

Dieselgate fed into a 180-degree turn in thinking that was in process about diesel fuel and urban transportation in Europe, where diesel cars have been popular. But anti-diesel sentiment was a big threat to Germany’s auto industry, which looms large in the country’s economy. German chancellor Angela Merkel decried the “demonizing” of diesel cars. Diesel, she said, was essential for combating climate change, owing to its lower CO2 emissions and greater fuel efficiency. She convened “diesel summits” to try to head off urban bans on diesel cars. But it was all to little avail. European cities, concerned about the higher levels of nitrogen oxide emissions from diesel, began to introduce limits for diesels. The aim for many is an eventual ban.

we often forget that industries are often transformed by neophytes. The boldest transformations, like Uber disrupting transportation or Airbnb disrupting hospitality, are led by outsiders.

If you can’t fit your house in an airplane, you could try putting it on one. That’s how NASA transported the Space Shuttles across the country using a specialized Boeing 747 which carried the Shuttle on its back. To carry the Space Shuttle orbiter, the carrier aircraft has a special mount that protrudes from the top of the fuselage. This mount fits into a socket in the belly of the Shuttle orbiter. Next to the mount is an instructional plaque, which features the single best joke in the history of the aerospace industry: ATTACH ORBITER HERE NOTE: BLACK SIDE DOWN

But let’s be clear: the madness of everyday life was its own issue. It didn’t have any relationship to whether or not Christianity was bullshit. Obviously, Christianity was total bullshit. It was the most insane bullshit! But it was impossible to make an argument against superstition and magical nonsense, and have it stick, when that argument was delivered from a society where every citizen was a magician. And yes, reader, that includes you. You too are a magician. Your life is dominated by one of the oldest and most perverse forms of magic, one with less interior cohesion than the Christian faith, and you invest its empty symbolism with a level of belief that far outpaces that of any Christian. Here are some strips of paper and bits of metal! Watch as I transform these strips of paper and bits of metal into: (a) sex (b) food (c) clothing (d) shelter (e) transportation that allows me to acquire strips of paper and bits of money (f) intoxicants that distract me from my endless pursuit of strips of paper and bits of metal (g) leisure items that distract me from my endless pursuit of strips of paper and bits of metal (h) pointless vacations to exotic locales where I will replicate the brutish behavior that I display in my point of origin as a brief respite from my endless pursuit of strips of paper and bits of metal (i) unfair social advantages that allow my rotten children to undertake their own moronic pursuits of strips of paper and bits of metal. Humiliate yourself for strips of paper. Murder for the strips of paper. Humiliate others for the strips of paper. Worship the people who’ve accumulated such vast quantities of strips of paper that their strips of paper no longer have any physical existence and are now represented by binary notation. Treat the vast accumulators like gods. Free blowies for the moldering corpse of Steve Jobs! Fawning profile pieces for Jay-Z! The Presidency for billionaire socialite and real-estate developer Donald J. Trump! Kill! Kill! Kill! Work! Work! Work! Die! Die! Die! Go on. Pretend this is not the most magical thing that has ever happened. Historical arguments against Christianity tended to be delivered in tones of pearl-clutching horror, usually by subpar British intellectuals pimping their accent in America, a country where sounding like an Oxbridge twat conferred an unearned credibility. Yes, the Crusades were horrible. Yes, the Inquisition was awful. Yes, they shouldn’t have burned witches in Salem. Yes, there is an unfathomable amount of sexually abused walking wounded. Yes, every Christian country has oriented itself around the rich and done nothing but abuse the fuck out of its poor. But it’s not like the secular conversion of the industrialized world has alleviated any of the horror. Read the news. Murder, rape, murder, rape, murder, rape, murder, rape, murder, rape, murder, rape...Despair. All secularism has done, really, is remove a yoke from the rich. They’d always been horrible, but at least when they still paid lip service to Christian virtues, they could be shamed into philanthropy. Now they use market forces to slide the whole thing into feudalism. New York University built a campus [in Abu Dhabi] with slave labor! In the Twenty-First Century AD! And has suffered no rebuke! Applications are at an all-time high! The historical arguments against Christianity are as facile as reviews on Goodreads.com, and come down to this: Why do you organize around bad people who tell you that a Skyman wants you to be good? To which the rejoinder is: yes, the clergy sucks, but who cares how normal people are delivered into goodness?

Consider, if you will, the impact it's going to have on industry and farming and transport and mining and power and construction and fire-fighting and satellite maintenance, which are all traditionally penis-centric. Guess the feminists were right on this one. Patriarchy is bad for everybody after all!

The one market that seemed to be guaranteed for oil for a very long time was transportation and, specifically, the automobile. No longer, not on the “Roadmap” to the future. For oil now faces a sudden challenge from the New Triad: the electric car, which uses no oil; “mobility as a service,” ride-hailing and ride-sharing; and cars that drive themselves. The result could be a contest for dominance in a new trillion-dollar industry: “Auto-Tech.

L'industrie du transport façonne son produit : l'usage. Chassé du monde où les personnes sont douées d'autonomie, il a aussi perdu l'impression de se trouver au centre du monde. Il a conscience de manque de plus en plus de temps, bien qu'il utilise chaque jour la voiture, le train, l'autobus, le métro et l'ascenseur, le tout pour franchir en moyenne trente kilomètres, souvent dans un rayon de moins de dix kilomètres. Le sol se dérobe sous ses pieds, il est cloué à la roue. Qu'il prenne le métro ou l'avion, il a toujours le sentiment d'avancer moins vite ou moins bien que les autres et il est jaloux des raccourcis qu'empruntent les privilégiés pour échapper à l'exaspération créée par la circulation. Enchaîné à l'horaire de son train de banlieue, il rêve d'avoir une auto. Épuisé par les embouteillages aux heures de pointe, il envie le riche qui se déplace à contre-sens. Il paie sa voiture de sa poche, mais il sait trop bien que le PDG utilise les voitures de l'entreprise, fait passer son essence dans les frais généraux ou se fait louer une voiture sans bourse délier. L'usager se trouve tout au bas de l'échelle où sans cesse augmentent l'inégalité, le manque de temps et sa propre impuissance, mais pour y mettre fin il s'accroche à l'espoir fou d'obtenir plus de la même chose : une circulation améliorée par des transports plus rapides. Il réclame des améliorations techniques des véhicules, des voies de circulation et des horaires ; ou bien il appelle de ses vœux une révolution qui organise des transports publics rapides en nationalisant les moyens de transport. Jamais il ne calcule le prix qu'il lui en coûtera pour être ainsi véhiculé dans un avenir meilleur. Il oublie que de toute accélération supplémentaire il payera lui-même la facture, sous forme d'impôts directs ou de taxes multiples. Il ne mesure pas le coût indirect du remplacement des voitures privées par des transports publics aussi rapides. Il est incapable d'imaginer les avantages apportés par l'abandon de l'automobile et le recours à la force musculaire de chacun.

The common people of that land of hope and glory adored their war leader, but they didn’t want him as a peace leader—a distinction that was clear to them but must have been confusing to Winnie. The Labour party obtained a majority of almost two to one; they got it upon the basis of a definite program calling for the nationalization of the five most important of the nation’s industries: coal, steel, transportation, communications, and finance.

The Iranian government needs to focus on things like restoring its crumbling economy, building its transportation and communication infrastructure, restoring and maintaining its oil industry, and providing employment opportunities, particularly to its young people.

the three major sectors (electricity, transportation, and industry) all produce comparable emissions. But they’d be affected very differently by an economy-wide carbon price. For example, coal fueled about one-quarter of US electricity in 2019, and each metric ton of that coal was sold for about $39.7 A carbon price of $40 for each ton of CO2 emitted would effectively double that cost to power plant operators and so be a strong inducement for them to forswear coal. In contrast, that same carbon price would increase the effective price of crude oil by only about 40 percent above $60 per barrel. And if that cost were passed through to the pump, gasoline would increase by only some $0.35 per gallon. Since that’s small compared to how much pump prices have varied historically, consumers wouldn’t have much incentive to move away from gasoline. So reductions in emissions from power (and, as it turns out, heat) are much easier to encourage than reductions from transportation, fundamentally because oil packs a lot more energy per carbon atom than does coal.

Meanwhile, the economic gulf between us and our southern neighbors drove hundreds of thousands of people to illegally cross the 1,933-mile U.S.-Mexico border each year, searching for work and a better life. Congress had spent billions to harden the border, with fencing, cameras, drones, and an expanded and increasingly militarized border patrol. But rather than stop the flow of immigrants, these steps had spurred an industry of smugglers—coyotes—who made big money transporting human cargo in barbaric and sometimes deadly fashion. And although border crossings by poor Mexican and Central American migrants received most of the attention from politicians and the press, about 40 percent of America’s unauthorized immigrants arrived through airports or other legal ports of entry and then overstayed their visas.

Crucifixion, mutilation, and ritual slaughter of every conceivable kind were at the center of their religion, which they practiced right to the bitter, horrifying end. What the British found in Benin at the close of the nineteenth century, in other words, was like something transported forward from ancient Phoenicia thousands of years into the modern industrial era: an entire social order based on ritual human sacrifice for the appeasement of a pantheon of cruel and depraved gods. It was perhaps even worse than what one might have encountered in Tyre and Sidon at the height of Phoenician depravity.

It was no use. She said it as many times, with as many details, statistics, figures, proofs, as she could force out of her weary mind into their evasive hearing. It was no use. They neither refuted nor agreed; they merely looked as if her arguments were beside the point. There was a sound of hidden emphasis in their answers, as if they were giving her an explanation, but in a code to which she had no key. “There’s trouble in California,” said Wesley Mouch sullenly. “Their state legislature’s been acting pretty huffy. There’s talk of seceding from the Union.” “Oregon is overrun by gangs of deserters,” said Clem Weatherby cautiously. “They murdered two tax collectors within the last three months.” “The importance of industry to a civilization has been grossly overemphasized,” said Dr. Ferris dreamily. “What is now known as the People’s State of India has existed for centuries without any industrial development whatever.” “People could do with fewer material gadgets and a sterner discipline of privations,” said Eugene Lawson eagerly. “It would be good for them.” “Oh hell, are you going to let that dame talk you into letting the richest country on earth slip through your fingers?” said Cuffy Meigs, leaping to his feet. “It’s a fine time to give up a whole continent—and in exchange for what? For a dinky little state that’s milked dry, anyway! I say ditch Minnesota, but hold onto your transcontinental dragnet. With trouble and the riots everywhere, you won’t be able to keep people in line unless you have transportation—troop transportation—unless you hold your soldiers within a few days’ journey of any point on the continent. This is no time to retrench. Don’t get yellow, listening to all that talk. You’ve got the country in your pocket. Just keep it there.

The principle: The main components of a flagship device should be high-end, while other components can be mid-range or high-range, but not more than 30% of them. The device should not use low-end components that would affect its performance in some situations, especially those related to the core calculation and transport. Different companies have different abilities to negotiate with the suppliers, so the price does not reflect the quality of the materials used.

I didn't tell him what I had already figured out for myself, that it was only a people as cultured and advanced as the Germans who could have done such a thing. A less advanced people would not have had the planning and organizational skills required to create the death industry the Germans had erected, with the gas chambers, the slave camps, the efficient transportation of prisoners to the camps, their swift elimination within, and the

Since the time of Edison, American business innovation and entrepreneurship have given the United States a technological edge over geopolitical rivals and ensured U.S. military supremacy. Ford’s mass-produced trucks and cars proved critical in many battles of World War I in overcoming Germany’s advantageous access to European railroad transport. Over the course of the war, the United States manufactured more than 70 percent of all allied war material, with Ford Motor Company alone contributing more than the entire Italian national war effort. By the 1940s, the U.S. domestic oil industry, dominated by Rockefeller’s Standard Oil, constituted two-thirds of world oil production and was a crucial factor in closing Britain’s fuel deficit compared to Germany and Japan.

Industrial progress, mechanical improvement, all of the great wonders of the modern era have meant little to the wealthy. The rich in ancient Greece would have benefited hardly at all from modern plumbing—running servants replaced running water. Television and radio—the patricians of Rome could enjoy the leading musicians and actors in their home, could have the leading artists as domestic retainers. Ready-to-wear clothing, supermarkets—all these and many other modern developments would have added little to their life. They would have welcomed the improvements in transportation and in medicine, but for the rest, the great achievements of western capitalism have redounded primarily to the benefit of the ordinary person. These achievements have made available to the masses conveniences and amenities that were previously the exclusive prerogative of the rich and powerful.6

Colonial regimes, particularly late colonial regimes, have often been sites of extensive experiments in social engineering.34 An ideology of “welfare colonialism” combined with the authoritarian power inherent in colonial rule have encouraged ambitious schemes to remake native societies. If one were required to pinpoint the “birth” of twentieth-century high modernism, specifying a particular time, place, and individual—in what is admittedly a rather arbitrary exercise, given high modernism’s many intellectual wellsprings—a strong case can be made for German mobilization during World War I and the figure most closely associated with it, Walther Rathenau. German economic mobilization was the technocratic wonder of the war. That Germany kept its armies in the field and adequately supplied long after most observers had predicted its collapse was largely due to Rathenau’s planning.35 An industrial engineer and head of the great electrical firm A.E.G (Allgemeine Elektricitäts-Gesellschaft), which had been founded by his father, Rathenau was placed in charge of the Office of War Raw Materials (Kriegsrohstoffabteilung).36 He realized that the planned rationing of raw materials and transport was the key to sustaining the war effort. Inventing a planned economy step by step, as it were, Germany achieved feats—in industrial production, munitions and armament supply, transportation and traffic control, price controls, and civilian rationing—that had never before been attempted.

We have increased our population to the level of 7 billion and beyond. We are well on our way toward 9 billion before our growth trend is likely to flatten. We live at high densities in many cities. We have penetrated, and we continue to penetrate, the last great forests and other wild ecosystems of the planet, disrupting the physical structures and the ecological communities of such places. We cut our way through the Congo. We cut our way through the Amazon. We cut our way through Borneo. We cut our way through Madagascar. We cut our way through New Guinea and northeastern Australia. We shake the trees, figuratively and literally, and things fall out. We kill and butcher and eat many of the wild animals found there. We settle in those places, creating villages, work camps, towns, extractive industries, new cities. We bring in our domesticated animals, replacing the wild herbivores with livestock. We multiply our livestock as we've multiplied ourselves, operating huge factory-scale operations involving thousands of cattle, pigs, chickens, ducks, sheep, and goats, not to mention hundreds of bamboo rats and palm civets, all confined en masse within pens and corrals, under conditions that allow those domestics and semidomestics to acquire infectious pathogens from external sources (such as bats roosting over the pig pens), to share those infections with one another, and to provide abundant opportunities for the pathogens to evolve new forms, some of which are capable of infecting a human as well as a cow or a duck. We treat many of those stock animals with prophylactic doses of antibiotics and other drugs, intended not to cure them but to foster their weight gain and maintain their health just sufficiently for profitable sale and slaughter, and in doing that we encourage the evolution of resistant bacteria. We export and import livestock across great distances and at high speeds. We export and import other live animals, especially primates, for medical research. We export and import wild animals as exotic pets. We export and import animal skins, contraband bushmeat, and plants, some of which carry secret microbial passengers. We travel, moving between cities and continents even more quickly than our transported livestock. We stay in hotels where strangers sneeze and vomit. We eat in restaurants where the cook may have butchered a porcupine before working on our scallops. We visit monkey temples in Asia, live markets in India, picturesque villages in South America, dusty archeological sites in New Mexico, dairy towns in the Netherlands, bat caves in East Africa, racetracks in Australia – breathing the air, feeding the animals, touching things, shaking hands with the friendly locals – and then we jump on our planes and fly home. We get bitten by mosquitoes and ticks. We alter the global climate with our carbon emissions, which may in turn alter the latitudinal ranges within which those mosquitoes and ticks live. We provide an irresistible opportunity for enterprising microbes by the ubiquity and abundance of our human bodies. Everything I’ve just mentioned is encompassed within this rubric: the ecology and evolutionary biology of zoonotic diseases. Ecological circumstance provides opportunity for spillover. Evolution seizes opportunity, explores possibilities, and helps convert spillovers to pandemics.

Uber had to get creative to unlock the hard side of their network, the drivers. Initially, Uber’s focus was on black car and limo services, which were licensed and relatively uncontroversial. However, a seismic shift occurred when rival app Sidecar innovated in recruiting unlicensed, normal people as drivers on their platform. This was the “peer-to-peer” model that created millions of new rideshare drivers, and was quickly copied and popularized by Lyft and then Uber. Jahan Khanna, cofounder/chief technology officer of Sidecar, spoke of its origin: It was obvious that letting anyone sign up to be a driver would be a big deal. With more drivers, rides would get cheaper and the wait times would get shorter. This came up in many brainstorms at Sidecar, but the question was always, what was the regulatory framework that allows this to operate? What were the prior examples that weren’t immediately shut down? After doing a ton of research, we came onto a model that had been active for years in San Francisco run by someone named Lynn Breedlove called Homobiles that answered our question.22 It’s a surprising fact, but the earliest version of the rideshare idea came not from an investor-backed startup, but rather from a nonprofit called Homobiles, run by a prominent member of the LGBTQ community in the Bay Area named Lynn Breedlove. The service was aimed at protecting and serving the LGBTQ community while providing them transportation—to conferences, bars and entertainment, and also to get health care—while emphasizing safety and community. Homobiles had built its own niche, and had figured out the basics: Breedlove had recruited, over time, 100 volunteer drivers, who would respond to text messages. Money would be exchanged, but in the form of donations, so that drivers could be compensated for their time. The company had operated for several years, starting in 2010—several years before Uber X—and provided the template for what would become a $100 billion+ gross revenue industry. Sidecar learned from Homobiles, implementing their offering nearly verbatim, albeit in digital form: donations based, where the rider and driver would sit together in the front, like a friend giving you a ride. With that, the rideshare market was kicked off.

Tesla Motors was created to accelerate the advent of sustainable transport. If we clear a path to the creation of compelling electric vehicles, but then lay intellectual property landmines behind us to inhibit others, we are acting in a manner contrary to that goal. Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology. When I started out with my first company, Zip2, I thought patents were a good thing and worked hard to obtain them. And maybe they were good long ago, but too often these days they serve merely to stifle progress, entrench the positions of giant corporations and enrich those in the legal profession, rather than the actual inventors. After Zip2, when I realized that receiving a patent really just meant that you bought a lottery ticket to a lawsuit, I avoided them whenever possible. At Tesla, however, we felt compelled to create patents out of concern that the big car companies would copy our technology and then use their massive manufacturing, sales and marketing power to overwhelm Tesla. We couldn’t have been more wrong. The unfortunate reality is the opposite: electric car programs (or programs for any vehicle that doesn’t burn hydrocarbons) at the major manufacturers are small to non-existent, constituting an average of far less than 1% of their total vehicle sales. Given that annual new vehicle production is approaching 100 million per year and the global fleet is approximately 2 billion cars, it is impossible for Tesla to build electric cars fast enough to address the carbon crisis. By the same token, it means the market is enormous. Our true competition is not the small trickle of non-Tesla electric cars being produced, but rather the enormous flood of gasoline cars pouring out of the world’s factories every day. We believe that Tesla, other companies making electric cars, and the world would all benefit from a common, rapidly-evolving technology platform. Technology leadership is not defined by patents, which history has repeatedly shown to be small protection indeed against a determined competitor, but rather by the ability of a company to attract and motivate the world’s most talented engineers. We believe that applying the open source philosophy to our patents will strengthen rather than diminish Tesla’s position in this regard.[431]

Geography was destiny in the geopolitical race for oil, with oil reserves distributed unevenly throughout the world and, with that disparity, geopolitical concerns about access and transport routes. In the new world of clean energy, chances are that ingenuity and industrial capability will play an outsize role, potentially giving a new set of players energy advantages they have previously not enjoyed. The geopolitics of clean energy may be more about technology, patents, and workforce than controlling access to raw materials.

In 2001 the entire cattle and sheep industry of Great Britain was thrown into chaos by the discovery of foot-and-mouth disease in Northumberland. Within nine months, 3.8 million animals had been slaughtered to prevent the spread of the disease; and massive damage to agriculture was compounded by an estimated £10 billion of income lost by the tourist industry due to restrictions on travel in rural areas, and the concomitant discouragement of visitors to Great Britain in general. For a time, the army was required to manage the slaughter of herds suspected of infection, along with the disruption to transport, communications, villages and towns all across the country. All this was demanded, not by the threat of a potentially lethal disease, but by international regulations governing agricultural transport and exchange – for as Franklin points out, foot-and-mouth ‘is harmless to humans and rarely infects them’, while even to sheep it is rarely fatal, and usually ‘no more severe than the common cold’. It mainly causes problems in dairy herds, where (although once again seldom lethal) it reduces milk yield; hence its economic impact, which is massively compounded by the inability of affected countries to trade with countries where the virus is absent or at least quiescent. Sheep are therefore slaughtered during a foot-and-mouth outbreak only because they can transmit unprofitability to other agricultural sectors. Foot-and-mouth disease is ‘only lethal to domestic animals because it is economically intolerable to humans’.

Theatre and tourism are kindred practices. Both are experiences of temporary escape to different, sometimes distant, places and times. Both immerse you in other lives or other ways of living. Both mix fantasy, pleasure, and play with the promise of authentic cultural knowledge. Whether you travel by plane or bus, or whether it is only your imagination that is transported, in both tourism and theatre, embodied presence—being there—is of the essence. Tourism and theatre are alike in other ways. They are both leisure industries, bound up with global economic and political processes, such as colonization or nation-building, and more local ones, such as rural revitalization or city planning. As the example of the Guthrie shows, they share imagery and ideologies, techniques and technologies. Since the advent of commercial leisure travel in the eighteenth century, tourism and theatre have ridden on the coattails of each other’s commercial success. It is remarkable then that scholars have rarely attempted to look at the relationship between them. But it is also telling. Contemporary critics routinely berate tourist attractions for being overly theatrical or theatrical productions for being too touristic, as if the conjunction of the two was supercharged with cultural danger. Where does our discomfort with seeing theatre in tourism and tourism in theatre come from? What if we were to take touristic theatre and theatrical tourism seriously, as aesthetically dynamic practices? As sites of public culture with social, economic, and political significance?

When you add together the natural gas in the fertilizer to the fossil fuels it takes to make the pesticides, drive the tractors, and harvest, dry, and transport the corn, you find that every bushel of industrial corn requires the equivalent of between a quarter and a third of a gallon of oil to grow it—or around fifty gallons of oil per acre of corn. (Some estimates are much higher.) Put another way, it takes more than a calorie of fossil fuel energy to produce a calorie of food; before the advent of chemical fertilizer the Naylor farm produced more than two calories of food energy for every calorie of energy invested. From the standpoint of industrial efficiency, it’s too bad we can’t simply drink the petroleum directly.

Modern capitalist society largely depends on the search for immediate gratification, the penchant for comfort, and the exploration of sexuality and violence. A society composed exclusively of monks would not need such an extensive technological apparatus for entertainment, oil-based transportation or the development of the film industry. It is not a criticism, but an observation about the dynamics that support our model of society.

Employment drug testing is a critical practice that helps businesses maintain a safe and productive environment. It ensures that employees are not using substances that could impair their judgment, performance, or safety at work. In industries where precision and safety are key, such as construction, healthcare, and transportation, regular drug testing reduces the risk of accidents and enhances overall workplace efficiency. Employers can implement employment drug testing during the hiring process or conduct random tests for current employees. This not only helps in detecting potential substance abuse but also serves as a preventive measure, deterring employees from using drugs. Additionally, it helps companies comply with legal regulations, avoiding costly lawsuits or fines related to workplace safety violations.

As drugs flow up into the United States, all kinds of people make money off them. People are subcontracted to ship, truck, warehouse, and finally smuggle the product over the border. To complicate this, drugs are often bought and sold many times on their journey. People actually handling these narcotics will often have no knowledge which so-called kingpin or cartel ever owned them, only knowing the direct contacts they are dealing with. Ask a New York cocaine dealer who smuggled his product into America. He would rarely have a clue. All this helps explain why the Mexican drug trade is such a confusing web, which confounds both journalists and drug agents. Tracing exactly who touched a shipment on its entire journey is a hard task. But this dynamic, moving industry has a solid center of gravity—turfs, or plazas. Drugs have to pass through a certain territory on the border to get into the United States, and whoever is running those plazas makes sure to tax everything that moves. The border plazas have thus become a choke point that is not seen in other drug-producing nations such as Colombia, Afghanistan, or Morocco. This is one of the key reasons why Mexican turf wars have become so bloody. The vast profits attract all kinds to the Mexican drug trade: peasant farmers, slum teenagers, students, teachers, businessmen, idle rich kids, and countless others. It is often pointed out that in poor countries people turn to the drug trade in desperation. That is true. But plenty of middle-class or wealthy people also dabble. Growing up in the south of England, I knew dozens of people who moved and sold drugs, from private-school boys to kids from council estates (projects). The United States has never had a shortage of its own citizens willing to transport and sell drugs. The bottom line is that drugs are good money even to wealthy people, and plenty have no moral dilemmas about the business.

If I find this nostalgia for a "vanished" landscape a bit strange it is probably because as I write I can look from my window over twenty miles of superb countryside to the sea and a sparsely populated coast. This county, like many others, has seemingly limitless landscapes of great beauty and variety, unspoiled by excessive tourism or the uglier forms of industry. Elsewhere big cities have certainly destroyed the surrounding countryside but rapid transport now makes it possible for a Londoner to spend the time they would have needed to get to Box Hill forty years ago in getting to Northumberland. I think it is simple neophobia which makes people hate the modern world and its changing society; it is xenophobia which makes them unable to imagine what rural beauty might lie beyond the boundaries of their particular Shire. They would rather read Miss Read and The Horse Whisperer and share a miserable complaint or two on the commuter train while planning to take their holidays in Bournemouth, as usual, because they can't afford to go to Spain this year. They don't want rural beauty anyway; they want a sunny day, a pretty view. Writers like Tolkien take you to the edge of the Abyss and point out the excellent tea-garden at the bottom, showing you the steps carved into the cliff and reminding you to be a bit careful because the hand-rails are a trifle shaky as you go down; they haven't got the approval yet to put a new one in. I never liked A. A. Milne, even when I was very young. There is an element of conspiratorial persuasion in his tone that a suspicious child can detect early in life. Let's all be cosy, it seems to say (children's books are, after all, often written by conservative adults anxious to maintain an unreal attitude to childhood); let's forget about our troubles and go to sleep. At which I would find myself stirring to a sitting position in my little bed and responding with uncivilized bad taste.

Immediately after the war the Labour party had put forward a programme: the socialisation of five basic industries—coal, electricity, transportation, steel, and the Bank of England. They promised socialised medicine, so that no sick person in Britain need go unattended, and they promised to regulate the prices of food so that no person in Britain need go hungry. They had printed that programme in pamphlet form and seen to its public distribution, and they had swept the elections on that basis.

Carl Hirschmann – Holden’s investment partner in the Mount Kenya Safari Club – was more than a Swiss banker as he was described in social registers. His diversified portfolio included machine tools, hotel industry, tourism, transportation, agriculture and real estate.

International Air Transport Association (IATA) requires that all individuals responsible for shipping biological lab samples must be IATA certified, similar to GCP certification. Monitors do not typically ask for the IATA certifications of people at the site; however, it is mandatory that people in charge of shipping be certified. Non-compliance with IATA

Because all the new enterprises needed workers, throughout most of the 1930s the cities' population rose quickly, nourished by a steady influx of country dwellers. But the daily needs of the urban dwellers were given a low priority, and living (and labor) conditions were spartan before the middle of the decade: Ration cards provided basic foodstuffs, with anything beyond staples such as bread or milk being exorbitantly expensive; housing was abysmal with people living in communal apartments, in which several families shared one kitchen and bathroom, and used one room each, while others slept on bunk beds in factory barracks without adequate heating, electricity, or running water; and public transport and schools functioned haltingly. Meanwhile, the amount of industrial accidents (and the number of people contracting work-related diseases) was staggering.

It goes without saying that if we were to build a Great Pyramid today, we would need a lot of patience. In preparation for his book 5/5/2000 Ice: The Ultimate Disaster, Richard Noone asked Merle Booker, technical director of the Indiana Limestone Institute of America, to prepare a time study of what it would take to quarry, fabricate, and ship enough limestone to duplicate the Great Pyramid. Using the most modern quarrying equipment available for cutting, lifting, and transporting the stone, Booker estimated that the present-day Indiana limestone industry would need to triple its output, and it would take the entire industry, which as I have said includes thirty-three quarries, twenty-seven years to fill the order for 131,467,940 cubic feet of stone.5 These estimates were based on the assumption that production would proceed without problems. Then we would be faced with the task of putting the limestone blocks in place.

The Henry Ford of the late 20th century was Bill Gates. Just as Ford revolutionised the transportation industry by creating a car that almost anyone could afford and drive, Bill Gates transformed the computer industry by designing software that enabled everybody - not just the specialised technocrats - to be able to use computers, and later making the personal computer a virtual necessity in every office, school and home. This resulted in Bill Gates accruing billions of dollars and becoming the richest man in America.

o n o f R a t i o n a l S o f t w a r e C o r p o r a t i o n i s t o e n s u r e t h e s u c c e s s o f c u s t o m e r s c o n s t r u c t i n g t h e s o f t w a r e s y s t e m s t h a t t h e y d e p e n d o n . We enable our customers to achieve their business objectives by turning software into a source of competitive advantage, speeding time-to-market, reducing the risk of failure, and improving software quality. We fulfill our mission with the Rational ApproachTM, a comprehensive softwareengineering solution consisting of three elements: • A configurable set of processes and techniques for the development of software, based on iterative development, object modeling, and an architectural approach to software reuse. • An integrated family of application construction tools that automate the Rational Approach throughout the software lifecycle. • Technical consulting services delivered by our worldwide field organization of software engineers and technical sales professionals. Our customers include businesses in the Asia/Pacific region, Europe, and North America that are leaders in leveraging semiconductor, communications, and software technologies to achieve their business objectives. We serve customers in a diverse range of industries, such as telecommunications, banking and financial services, manufacturing, transportation, aerospace, and defense.They construct software applications for a wide range of platforms, from microprocessors embedded in telephone switching systems to enterprisewide information systems running on company-specific intranets. Rational Software Corporation is traded on the NASDAQ system under the symbol RATL.1

Conversations were struck up between strangers, regular diners as well as infrequent customers, as if united by a sense of gratitude at the sheer unlikeliness of it all - a high achievement of industrial civilisation that deserved to remain for everyone, but which has now gone the way of the airship and the ocean liner. Much of the nostalgia concerning railways is partial, even false; not this. [On British railway dining cars]

The Industrial Revolution was manifested in every aspect of the English economy. There were major improvements in transportation, metallurgy, and steam power. But the most significant area of innovation was the mechanization of textile production and the development of factories to produce these manufactured textiles. This dynamic process was unleashed by the institutional changes that flowed from the Glorious Revolution. This was not just about the abolition of domestic monopolies, which had been achieved by 1640, or about different taxes or access to finance. It was about a fundamental reorganization of economic institutions in favor of innovators and entrepreneurs, based on the emergence of more secure and efficient property rights. Improvements