Transportation Safety Quotes

Faster is fatal, slower is safe.

Danger lies before you, while safety lies behind, Two of us will help you, whichever you would find, One among us seven will let you move ahead, Another will transport the drinker back instead, Two among our number hold only nettle wine, Three of us are killers, waiting hidden in line. Choose, unless you wish to stay here forevermore, To help you in your choice, we give you these clues four: First, however slyly the poison tries to hide You will always find some on nettle wine’s left side; Second, different are those who stand at either end, But if you would move onward, neither is your friend; Third, as you see clearly, all are different size, Neither dwarf nor giant holds death in their insides; Fourth, the second left and the second on the right Are twins once you taste them, though different at first sight.

Now I think of breaking up as moving. Imagine you have your own house, full of your own boxes. A person you meet has his own house, full of his own boxes. When you have a relationship with that person, you shack up in a third house, into which you can each put any number of your boxes. You shouldn't move them all in at once, or else you will seem too eager. And don't dawdle too much either, or you will seem skittish about commitment. You kind of aim to match each other's pace, so that the power balance feels fair and equal. Happy marriage--at least ideally--would be the situation in which both parties enthusiastically choose to keep all of their boxes in their shared house. Conversely, when someone starts to doubt the relationship, he might move a box or two back into his own house, just in case. While he's weighing his options, he may transport a few more boxes to the safety of his own home. When he's ready to take back his final few boxes, he breaks up with you. If you were too infatuated to see it coming, there you are, with all of your boxes in the shared house, and none in the security of your own home.

I felt let down when I could see the writer too much at work on a character because it reminded me forcefully that of course I don't have a writer working on my story, guiding me to safety, bending the laws of reality for me, bringing me in a hero to rescue me or transporting me to a happier life by the stroke of her pen. No writer is writing me a better journey. No writer is guiding me through my misunderstandings and muddles and wrong turns to reach my happy ending. And then I realize I am the writer. ...we all write out our own lives.

Bottled water comes in plastic, usually made from virgin plastic (non-recycled), which is made from oil and has to be transported (with a high carbon footprint). It sits on a shelf until you buy it, where it may leach chemicals – such as BPA and dioxins as well as microplastics – into the water. And while it has to pass safety standards, it is only tested when it is bottled. Recent studies also showed that 93% of bottled water showed signs of microplastic contamination.

Running had become her favorite mode of transport. She lived for that brief snap of true flight, both feet in the air at once. Jumping down a half-flight of stairs then catapulting down another. Aerial Aster. Sky Master Aster! Barely Avoiding Disaster Aster! There was less time lost in transport when she ran as fast as she could, no care for her own safety.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves. This was the wisdom of the Book of Mamaw. The

In the context of the new transportation system, Drivers Licenses will become mostly irrelevant and unnecessary. When everything is autonomous, the need for drivers licenses as a safety feature of the system will just not even make sense.

Our plutocracy, whether the hedge fund managers in Greenwich, Connecticut, or the Internet moguls in Palo Alto, now lives like the British did in colonial India: ruling the place but not of it. If one can afford private security, public safety is of no concern; to the person fortunate enough to own a Gulfstream jet, crumbling bridges cause less apprehension, and viable public transportation doesn’t even compute. With private doctors on call and a chartered plane to get to the Mayo Clinic, why worry about Medicare?

This raises the interesting, if seemingly outlandish, question of why car drivers, virtually alone among users of wheeled transport, do not wear helmets. Yes, cars do provide a nice metal cocoon with inflatable cushions. But in Australia, for example, head injuries among car occupants, according to research by the Federal Office of Road Safety, make up half the country’s traffic-injury costs. Helmets, cheaper and more reliable than side-impact air bags, would reduce injuries and cut fatalities by some 25 percent.95 A crazy idea, perhaps, but so were air bags once.

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.

Disney's theme parks function like the suburban mall, offering middle-class families an escape from crime, pollution, immigrants, the homeless, transportation problems, and work. Managed exoticism, safety, the packaged tour, and the fantasy of consumption cancel out diversity, innovation, imagination, and the uncharted excursion.

As economic inequality grew, time horizons shrank, and fewer Americans believed that the future held a better version of the present. Lacking a functional state that assured basic social goods taken for granted elsewhere - education, pensions, health care, transport, parental leave, vacations - Americans could be overwhelmed by each day, and lose a sense of the future.

When the National Transportation Safety Board analyzed its database of major flight accidents, it found that 73 percent occurred on a flight crew’s first day working together. Like surgeries and putts, the best flight is one in which everything goes according to routines long understood and optimized by everyone involved, with no surprises. When the path is unclear—a game of Martian tennis—those same routines no longer suffice. “Some tools work fantastically in certain situations, advancing technology in smaller but important ways, and those tools are well known and well practiced,” Andy Ouderkirk told me. “Those same tools will also pull you away from a breakthrough innovation. In fact, they’ll turn a breakthrough innovation into an incremental one.

If you really want space on public transport you should carry some pornography from the 1970s and a pair of children's safety scissors, then delicately cut out all the eyes of the glamour models whilst whistling. Every now and again mutter, 'Why are women more beautiful when they are eyeless?' You will be able to stretch out, though this can have ramifications such as ending up on a police list or being run out of town.

But it is hard to keep within bounds in that which you believe to be good. The real good may be coveted with safety. Do you ask me what this real good is, and whence it derives? I will tell you: it comes from a good conscience, from honourable purposes, from right actions, from contempt of the gifts of chance, from an even and calm way of living which treads but one path. For men who leap from one purpose to another, or do not even leap but are carried over by a sort of hazard, – how can such wavering and unstable persons possess any good that is fixed and lasting? There are only a few who control themselves and their affairs by a guiding purpose; the rest do not proceed; they are merely swept along, like objects afloat in a river. And of these objects, some are held back by sluggish waters and are transported gently; others are torn along by a more violent current; some, which are nearest the bank, are left there as the current slackens; and others are carried out to sea by the onrush of the stream. Therefore, we should decide what we wish, and abide by the decision.

A more serious consequence of the illusion of control is revealed in our preference for driving over flying. At least part of this irrational—from a survival point of view—habit is due to the fact that we “feel in control” when driving, but not when flying. The probability of dying in a cross-country flight is approximately equal to the probability of dying in a 12-mile drive— in many cases, the most dangerous part of the trip is over when you reach the airport (Sivak & Flannagan, 2003). Gerd Gigerenzer (2006) estimates that the post-9/11 shift from flying to driving in the United States resulted in an additional 1,500 deaths, beyond the original 3,000 immediate victims of the terrorist attacks.

When police arrested a New York bus driver for running down a schoolgirl in a crosswalk… the New York Daily News decried what it saw as mistreatment of one of the city’s bus drivers. The head of the transit union protested this enforcement of the city’s new Right of Way Law as “outrageous, illogical and anti-worker” while branding the head of a city street safety advocacy group “a progressive intellectual jackass.” The same union previously launched a work slowdown when another bus driver faced sanctions for killing a seventy-eight-year-old woman in a crosswalk in December 2014. All this occurred because police sought to enforce _misdemeanor_ charges in cases of pedestrians who were run over in crosswalks where they had the clear right of way.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.

A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, 'God will take care of me.' A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, 'God will take care of me.' A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: 'You promised that you’d help me so long as I was faithful.' God replied, 'I sent you a car, a boat, and a helicopter. Your death is your own fault.' God helps those who help themselves.

A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves. This was the wisdom of the Book of Mamaw.

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

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 smoke stung at the corners of Uri’s eyes as he struggled to open them. He could hear the battle sounds all around him and smell the iron from the blood drenched warfare in the air. Much to his surprise, death had not yet claimed him. He could feel Raimie’s body under his own, no warmth came from him, however, and Uri feared the worse. Over his shoulder, he heard a large blast and the earth shook under him. The trackers had obviously followed someone through. There were hundreds of designated transportation locations as part of the evacuation drill. Absolutely nobody was allowed to transport directly to a primary facility for this exact reason. If a tracker were to follow your transportation signature to the next facility, the Guardians could be nearly wiped out in one night. The secrecy of the facilities and cloaking spells were key in their safety. Uri knew if he or Raimie had any chance of surviving, he needed to get clear of the fighting and find a healer. Attempting to sit up, he braced his weight on the earth just beside Raimie’s head. He quickly reconsidered as the unbearable pain shot through his side. Running his hand down to the source, he could feel the shaft of an arrow jutting out from his side; a warm wetness covered his fingertips. In the distance, Uri could hear someone crying out in agony, not a voice he recognized, yet the pain in it seemed all too familiar. Another blast rang out from behind him as Uri slumped to the ground, groaning in pain.

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

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

The act of making that designers find so satisfying is built into early childhood education, but as they grow, many children lose opportunities to create their own environment, bounded by a text-centric view of education and concerns for safety. Despite adults’ desire to create a safer, softer child-centric world, something got lost in translation. Jane Jacobs said, of the child in the designed-for-childhood environment: “Their homes and playgrounds, so orderly looking, so buffered from the muddled, messy intrusions of the great world, may accidentally be ideally planned for children to concentrate on television, but for too little else their hungry brains require.”9 Our built environment is making kids less healthy, less independent, and less imaginative. What those hungry brains require is freedom. Treating children as citizens, rather than as consumers, can break that pattern, creating a shared spatial economy centered on public education, recreation, and transportation safe and open for all.

Danger lies before you, while safety lies behind, Two of us will help you, whichever you would find, One among us seven will let you move ahead, Another will transport the drinker back instead, Two among our number hold only nettle wine, Three of us are killers, waiting hidden in line.

Unlike predominantly home-centred industries, the primacy concern for large firms was not so much to cut wages as to cut their workforce through robotization and subcontracting. On the other hand, internationalizing core advanced industries has also been in the vanguard of efforts to reduce social overhead costs of production in the United States. That is to say, as they traded national oligopoly for world industry status, they have become increasingly concerned with reducing costs of inputs that are not internationally competitive, including health provision, communications, domestic transport, construction, as well as safety and environmental regulation.

The same mix of factors—demographic, labor variation, security, resource access, and transport safety—will determine who can pull it off. The first of these regions is Southeast Asia sans China. It has a number of factors going for it.

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

India’s road safety challenges are complex and multifactorial, rooted in a combination of rapid urbanization, a surge in vehicular density, inadequate infrastructure, and lax enforcement of traffic regulations.

Twenty-seven years later It wasn’t until 2006 that Norman had the courage to look up the National Transportation Safety Board’s Accident Report for the crash and read the transcription of the pilot’s radio conversation with air traffic control. They had been doomed almost from takeoff. The pilot was using an underpowered plane with insufficient instruments on a rough day. He didn’t get a weather briefing or file a flight plan. He shouldn’t have taken off let alone headed into the storm. Thirty seconds into the flight he seemed lost and he was warned three times by air traffic control not to continue flying as he was. Big Bear airport was at an altitude of 2,100 m (7,000 ft) and was unmanned. Even with the right instruments and a modern plane it would have been all but impossible to land that day. Norman also went back up to the mountain to where Sandra had fallen. He paid his respects and continued up to the site of the crash. He was surprised, but even from that high vantage point he couldn’t see the meadow where he had been rescued. The big ridge blocked it out. So how had he known where to head for that day? Had he sensed the most likely place to find another human being? Was he lucky? Or maybe, just maybe, someone was looking out for him. This story is a brief retelling of the events in Crazy for the Storm by Norman Ollestad, published by HarperPress. Reprinted by permission of HarperCollins Publishers Ltd © 2009 Norman Ollestad.

before you, while safety lies behind, Two of us will help you, whichever you would find, One among us seven will let you move ahead, Another will transport the drinker back instead, Two among our number hold only nettle wine, Three of us are killers, waiting hidden in line. Choose, unless you wish to stay here for evermore, To help you in your choice, we give you these clues four: First, however slyly the poison tries to hide You will always find some on nettle wine’s left side; Second, different are those who stand at either end, But if you would move onwards, neither is your friend; Third, as you see clearly, all are different size, Neither dwarf nor giant holds death in their insides; Fourth, the second left and the second on the right Are twins once you taste them, though different at first sight.

CHAPTER TWO Brystle isn’t just a witcher-friendly rideshare app. Its existence is an ongoing protest against the Limit-12 Law. We offer a safe, affordable alternative to public transportation. As the country’s largest witcher-owned employer, we pay our drivers fair wages and are 100 percent committed to their safety. Movement is progress. That’s our motto. Join us for the ride. —Khalil Robinson, CEO of Brystle Audio excerpt of a 2019 commercial

After the oil embargo in the 1970s, safety researchers fretted that fuel-efficient “minicars” would “capture 40% of the automobile market by the year 2000” and devastate the US road safety recorde (whereas by 1990, they predicted it would approach 70,000 fatalities each year) while bankrupting US auto manufacturers due to liability claims.2 Reports like this habitually fail to point out that heavier vehicles are less safe for everybody else on the street. That includes pedestrians or bicyclists as well as those in other cars.f So, the question is, safe for whom?

The National Transportation Safety Board’s recent speed report suggests five approaches.15 First, they want to lower speed limits. Cool. Second, they want to use “data-driven approaches for speed enforcement” in combination with their third approach, automated enforcement. OK. Fourth on the list is what they call “intelligent speed adaptation.” This term refers to things like onboard warnings when the driver speeds, but also includes using technology to limit car speeds in particular locations and on specific streets. Sounding better. Last, they say we need to do better when it comes to exercising “national leadership,” which basically means we need more funding and more education. I

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.

I’d be hard-pressed to find a better start to a brand story than the one that chronicles the birth of “the people’s car,” the Tata Nano. The story goes that Ratan Tata, chairman of the well-respected Tata Group, was travelling along in the pouring rain behind a family who was precariously perched on a scooter weaving in and out of traffic on the slick wet roads of Bangalore. Tata thought that surely this was a problem he and his company could solve. He wanted to bring safe, affordable transport to the poor—to design, build, and sell a family car that could replace the scooter for a price that was less than $2,500. It was a business idea born from a high ideal and coming from a man with a track record in the industry, someone with the capability to innovate, design, and produce a high-quality product. People were captivated by the idea of what would be the world’s cheapest car. The media and the world watched to see how delivering on this seemingly impossible promise might pan out. Ratan Tata did deliver on his promise when he unveiled the Nano at the New Delhi Auto Expo in 2009, six years after having the idea. The hype around the new “people’s car” and the media attention it received meant that any mistakes were very public (several production challenges and safety problems were reported along the way). And while the general public seemed to be behind the idea of a new and fun Indian-led innovation, the number of Facebook likes (almost 4 million to date) didn’t convert to actual sales. It seemed that while Tata Motors was telling a story about affordability and innovating with frugal engineering (perhaps “lean engineering” might have worked better for them), the story prospective customers were hearing was one about a car that was cheap. The positioning of the car was at odds with the buying public’s perception of it. In a country where a car is an aspirational purchase, the Nano became symbolic of the car to buy if you couldn’t afford anything else. Since its launch in 2009, just over 200,000 Nanos have sold. The factory has the capacity to produce 21,000 cars a month. It turns out that the modest numbers of people buying the Nano are not the scooter drivers but middle-class Indians who are looking for a second car, or a car for their parents or children. The car that was billed as a “game changer” hasn’t lived up to the hype in the hearts of the people who were expected to line up and buy it in the tens of thousands. Despite winning design and innovation awards, the Nano’s reputation amongst consumers—and the story they have come to believe—has been the thing that’s held it back.

If you really want space on public transport you should carry some pornography from the 1970s and a pair of children's safety scissors, then delicately cut out all the eyes of the glamour models whilst whistling.

5.5 Never sacrifice the safety and comfort of your group just to meet your budget. Do your homework and research your chosen carrier thoroughly. Obtain a certificate of insurance listing your organization as additional insured and displaying a minimum of five million dollars in liability. Understand and factor in that one driver can drive ten hours or six hundred miles, whichever comes first. That driver must then have eight hours of sleep before being available again to drive! Don’t push the limit too hard!  

Now I think of breaking up as moving. Imagine you have your own house, full of your own boxes. A person you meet has his own house, full of his own boxes. When you have a relationship with that person, you shack up in a third house, into which you can each put any number of your boxes. You shouldn’t move them all in at once, or else you will seem too eager. And don’t dawdle too much either, or you will seem skittish about commitment. You kind of aim to match each other’s pace, so that the power balance feels fair and equal. Happy marriage—at least ideally—would be the situation in which both parties enthusiastically choose to keep all of their boxes in their shared house. Conversely, when someone starts to doubt the relationship, he might move a box or two back into his own house, just in case. While he’s weighing his options, he may transport a few more boxes to the safety of his own home. When he’s ready to take back his final few boxes, he breaks up with you. If you were too infatuated to see it coming, there you are, with all of your boxes in the shared house, and none in the security of your own home.

Never sacrifice in the quality of ground transportation and safety for just the investment alone. That's a disaster waiting to happen. Thank

Uber insisted its app-based taxi service would continue in Germany, despite a court in Frankfurt imposing the first countrywide ban on the firm for contravening transport laws. Although it operates in 170 cities around the world, Uber has been targeted by regulators in Europe and America over passenger safety and insurance issues in cases that are often lodged by more conventional taxi operators.

Benefits of high rise apartments High rise flats have been on high demand for a very long time because of the invaluable benefits which are related to them. All evidence level to the truth that a better majority of tenants desire to stay in these sorts of residences regardless that only some could possibly afford them. This pattern is nevertheless altering due to the low price high rise apartments that are mushrooming. A number of the advantages are as outlined under. Conventionally, excessive rise flats are usually positioned in decent, fascinating urban centers with a purpose to meet the ever rising demand. The urban setting of those residences provides the tenants with limitless and quick access to quite a lot of life-style features together with however not limited to handy public transport, shopping as well as nightlife. There are lots of facilities located round excessive rise apartments. These include services comparable to fitness centers, swimming pools, rooftop decks, a door particular person, safety techniques, managed entry and 24-hour maintenance. Some high rise residences even present visitors with free drinks saving them the money spent on morning tea or coffee. Other kinds of flats do charge for utility services. Dwelling in Excessive Rises does end in lowered utility costs. Due to the bulk services, the rates which might be paid scale back. Even when every particular person pays their very own rates, the ultimate costs are comparatively lower. Most of the flats provide free Wi-Fi companies and for those who plan to use web extra regularly, then it signifies that you will have something to save. Moreover dwelling in High Rise flats makes one feel some sense of community particularly once you understand nicely all your neighbors. This makes someone really feel at a house away from home.

Your biggest problem would be getting the victim up to the roof with no one seeing it. Unless you had some way of tricking him into meeting you on a rooftop or otherwise knowing in advance that he was going to be there, you’d have to transport him yourself. If he were conscious for that journey, he’d be making a hell of a racket. Also, if he were fighting you, there would be evidence of a struggle. Your skin under his nails. Maybe a clump of your hair in his stiff fingers. Other items incommensurate with a voluntary act. And he’d be fighting with no regard for his own safety, no regard to pain, so there would be evidence of a struggle all over you, as well. You have no idea the way a man will fight when he understands he’s fighting for his life.

Earlier in the day, Coast Guard helicopters had arrived and volunteered to spend an hour transporting healthy people to safety (they didn’t have enough space for seriously ill patients on stretchers). “Part of the disaster was natural, but a big, big part of it was man-made and poor decision making,

research has suggested a link between liberal marijuana policies and low traffic fatality rates. Studies from the Dutch Institute for Road Safety, the U.S. National Transportation Safety Administration, the United Kingdom Transport Research Lab, Colorado University, and Montana State University have all come to the same conclusion: postlegalization, Colorado experienced a drop in both traffic fatalities and beer sales.

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

As the fierce battle raged on between Prince Assad and the soldiers, the small puddle nestled amidst the underbrush continued to mirror the night sky and the radiant moon. Its surface rippled gently, distorting the celestial reflection and adding an entrancing aura to the scene. Within the puddle's depths, a bright, luminescent orb seemed suspended in the water's embrace, mirroring the moon's radiance. Amidst the enchanting dance of ripples in the puddle, Dilaram, Princess Mehjabeen's loyal companion emerged, took a deep breath, and made a daring decision. She knew the danger that Prince Assad faced in the relentless battle with the soldiers, and her love and loyalty to the princess drove her to act. With her heart pounding, Dilaram raised her delicate hands and began whispering an incantation, her words imbued with ancient magic. Dilaram's incantation, born from the depths of her love and loyalty to Princess Mehjabeen, was a powerful spell that wove together the mystical forces of Tilsim Hoshruba. It was an incantation that had been passed down through generations of enchantresses, carefully guarded and used only in the direst of circumstances. The incantation itself was a blend of ancient words and intricate hand movements, a delicate dance of both spoken and unspoken magic. As Dilaram whispered the words and traced the patterns in the air, the spell took form: "By the moon's radiant light, by the heart's unwavering might, In the name of love, in the name of fate, Create for him an unseen gate." As Dilaram continued her chant, the magic came to life. It created a shimmering tunnel amidst the swampy underbrush. Prince Assad, still embroiled in combat, continued to face the soldiers with unwavering determination. His every strike was a testament to his prowess as a skilled warrior. Dilaram's incantation worked like a silent, invisible wind. It pulled Prince Assad away from the battlefield and into the concealed tunnel she had created. The soldiers, bewildered by his sudden disappearance, exchanged confused glances, their swords raised and ready. Within the concealed tunnel, Prince Assad was transported to safety, away from the immediate danger of the soldiers' blades. As he stepped into this mystical passage, the world around him shifted, and he found himself hidden from view. Dilaram's work was not done yet. Her incantation had created the gate, and now she whispered another set of words: "Through the veil of night, beyond the soldiers' sight, Guide him to where he'll be free, under the moon's decree." This incantation was designed to lead Prince Assad to a safe location, away from the soldiers' pursuit. It was as if the night itself had become his protector, guiding him to a place where he could regroup and remain hidden. With her final words, the portal shimmered and then vanished, leaving no trace of its existence. Dilaram, her heart heavy with concern for Prince Assad, disappeared inside the puddle, from where she had initiated the spell. She knew that the fate of both Prince Assad and Princess Mehjabeen hung in the balance, and the path they would choose was a destiny intertwined with the enigmatic realm of Tilsim Hoshruba.

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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.

MANY A CHRISTIAN HAS experienced the almost ineffable release of being transported from despair or illness or catastrophic defeat or a sense of alienated distance from God, to a height of safety or health or victory or spiritual intimacy with our Maker and Redeemer. Certainly David had such experiences. Psalm 30 records his pleasure during one of those transports of delight.

The beaches in Dubai are well-known for their cleanliness and tranquility. While many individuals enjoy a relaxing weekend at the beach, thrill-seekers prefer to participate in thrilling water sports. Jet skiing is one of Dubai's most popular water activities, and adventure seekers love to try it. Do you want to know what the most extraordinary Dubai marine adventures are? What is the best method to see this magnificent city? There is plenty to do in this city-state of the UAE, and we have several fun aquatic activities for you to enjoy while on vacation or to live in the Emirates! How about a Jet Ski Ride along the Dubai waterfront? It can be done with your family, as a couple, with friends, or by yourself. We jet ski around all of Dubai's most famous attractions, skyscrapers, and landmarks. All of our Jet Ski trips include a stop at the luxury Burj Al Arab hotel, which is constructed into the sea, where you can have fun and receive a photo souvenir of Dubai. Jet skiing in Dubai is unquestionably the most acceptable way to see the city and have a good time during your vacation. Dubai Yacht Rental Experience When it comes to a luxury Boat Party in Dubai for those who can afford it, the pleasure and adventure that Yachts can provide cannot be overstated. Yachting is, without a doubt, the most beautiful sport on the planet. It's a once-in-a-lifetime opportunity to splash around in the ocean's deep blue waves and lose yourself in an environment that is both soothing and calming to the soul. The sensation you get from a yacht requires a whole new set of words to explain it. It's a fantastic experience that transports people to another zone while also altering their mental state. People who have the advantage of owning private yachts go sailing to have a relaxing excursion and clear their minds whenever they feel the need. Those who cannot afford to purchase a yacht can enjoy the thrill of cruising from one coastal region to the other by renting an economical Dubai yacht. It is not a challenging task to learn to sail. Some people believe that yachting can only be done by experts, which is a ridiculous misconception. Anyone willing to acquire a few tactics and hints can master the art of yachting. READ MORE About Dubai Jet Ski: Get lost in the tranquility of blue waters while waiting to partake in action. With the instructor sitting right behind you, you’ll learn astonishing stunts and skills for riding a Jet ski. This adventure will take your excitement to a new level of adventure in the open sea. While sailing past the picturesque shorelines of the islands, take in stunning views of prominent Dubai monuments such as the Burj Al Arab and more. About the activity: Jumeirah Beach is the meeting site for this activity. You have the option of riding for 30 minutes or 60 minutes Jet Ski around the beaches while being accompanied at all times by an instructor, as your safety is our top priority. Begin your journey from the marina and proceed to the world-famous Burj-Al-Arab, a world well known hotel, for a photo shoot. where you may take as many pictures as you want

This leads to “private opulence and public squalor,” a self-reinforcing dynamic that transforms our communities in ways that pull us further apart. It’s an old problem, one documented by the Roman historian Sallust in his first monograph, Bellum Catilinae, which recounts the political turmoil that roiled Rome in 63 b.c.e., during the time of Julius Caesar.[5] But the mid-century economist John Kenneth Galbraith popularized the predicament in his 1958 book, The Affluent Society. Galbraith did not spill much ink (or any ink, really) on the issue of exploitation. His great concern had to do with the fact that private fortunes were significantly outpacing investments in public services like schools, parks, and safety net programs. The process tends to begin gradually before accelerating under its own momentum. As people accumulate more money, they become less dependent on public goods and, in turn, less interested in supporting them. If they get their way, through tax breaks and other means, personal fortunes grow while public goods are allowed to deteriorate. As public housing, public education, and public transportation become poorer, they become increasingly, then almost exclusively, used only by the poor themselves.[6] People then begin to denigrate the public sector altogether, as if it were rotten at the root and not something the rich had found it in their interest to destroy. The rich and the poor soon unite in their animosity toward public goods—the rich because they are made to pay for things they don’t need and the poor because what they need has become shabby and broken. Things collectively shared, especially if they are shared across class and racial divides, come to be seen as lesser. In America, a clear marker of poverty is one’s reliance on public services, and a clear marker of affluence is one’s degree of distance from them. Enough money brings “financial independence,” which tellingly does not signal independence from work but from the public sector. There was a time when Americans wished to be free of bosses. Now we wish to be free of bus drivers. We wish for the freedom to withdraw from the wider community and sequester ourselves in a more exclusive one, pulling further and further away from the poor until the world they inhabit becomes utterly unrecognizable to us.

After the Second and Third Avenue Els were torn down, East Side property owners had prospered as brownstones, loft buildings, and tenements were replaced by high-rise offices and apartment buildings. The area east of Central Park between 59th and 96th Streets, known as the Upper East Side, became home to fashionable boutiques, luxury restaurants, and expensive furniture houses. With thousands of well-educated young professionals moving there, the neighborhood contained the greatest concentration of single people in the entire country.3 Even though the number of cars registered in the United States grew by 47 percent in the 1950s, New York City’s economy still relied on the subway in the early 1960s. During the 8:00 to 9:00 a.m. rush hour, 72 percent of the people entering the CBD traveled by subway, which could move people far more efficiently than automobiles. Each subway car could carry approximately one hundred people, and a ten-car train could accommodate a thousand. Since trains could operate every two minutes, each track could carry thirty thousand people per hour. By comparison, one lane of a highway could carry only about two thousand cars in an hour.4 Although Manhattan and the region were dependent on the rail transit system, 750,000 cars and trucks were entering the CBD on a typical weekday, three times more than had been the case thirty years earlier. Many New Yorkers expected the city to accommodate the growing number of cars. For example, the Greater New York Safety Council’s transportation division claimed that Americans had a fundamental freedom to drive, and that it was the city’s obligation to accommodate drivers by building more parking spaces in Manhattan. The members argued that without more parking, Manhattan would not be able to continue its role as the region’s CBD because a growing number of suburbanites were so highly conditioned to using their cars.5 In

It is a fact of life that people love to complain, particularly about how terrible the modern world is compared with the past. They are nearly always wrong. On just about any dimension you can think of—warfare, crime, income, education, transportation, worker safety, health—the twenty-first century is far more hospitable to the average human than any earlier time.

In the weeks afterward, as part of its investigation, the National Transportation Safety Board placed experienced crews in simulators and re-created the conditions faced by Flight 232 at the moment it lost all hydraulics. The simulation was run twenty-eight times. All twenty-eight times, the planes crashed, spiraling to the ground without getting close to Sioux City. All of which underlines a strange truth. The crew of Flight 232 succeeded not because of their individual skills but because they were able to combine those skills into a greater intelligence. They demonstrated that a series of small, humble exchanges—Anybody have any ideas? Tell me what you want, and I’ll help you—can unlock a group’s ability to perform. The key, as we’re about to learn, involves the willingness to perform a certain behavior that goes against our every instinct: sharing vulnerability.

CHAPTER 1 THE WITNESS I made a mistake. I know that now. The only reason I did what I did was what I heard on that train. And I ask you, in all truthfulness – how would you have felt? Until that moment, I had never considered myself prudish. Or naive. OK, OK, so I had a pretty conventional – some might say sheltered – upbringing but . . . Heavens. Look at me now. I’ve lived a bit. Learned a lot. Pretty average, I would argue, on the Richter scale of moral behaviour, which is why what I heard so shook me. I thought they were nice girls, you see. Of course, I really shouldn’t listen in on other people’s conversations. But it’s impossible not to on public transport, don’t you find? So many barking into their mobile phones while everyone else ramps up the volume to compete. To be heard. On reflection, I would probably not have become so sucked in had my book been better, but to my eternal regret I bought the book for the same reason I bought the magazine with wind turbines on the cover. I read somewhere that by your forties you are supposed to care more about what you think of others than what they think of you – so why is it I am still waiting for this to kick in? If you want to buy Hello! magazine, just buy it, Ella. What does it matter what the bored student on the cash desk thinks? But no. I pick the obscure environmental magazine and the worthy biography, so that by the time the two young men get on with their black plastic bin bags at Exeter, I am bored to my very bones. A question for you now. What would you think if you saw two men board a train, each holding a black bin bag – contents unknown? For myself, the mother of a teenage son whose bedroom is subject to a health and safety order, I merely think, Typical. Couldn’t even find a holdall, lads?

Safety should be your first priority. If you have a minor fender bender, state law requires you to move your vehicles to the shoulder and out of the way of traffic. This will prevent further damage to the rental vehicle and help you avoid being hit or killed by another car. If anyone has been injured, call 911 and report it immediately. Avoid moving anyone unless you absolutely must do so.

We began to realize that our lives are interwoven with and sustained by ordinary people valiantly shaping the decisive events of our shared history: doctors, nurses, pharmacists, storekeepers and supermarket workers, cleaning personnel, caretakers, transport workers, men and women working to provide essential services and public safety, volunteers, priests and religious. … They understood that no one is saved alone.

...In 1820, merchants had to insure their merchandise by paying more even for less distance than they paid in the Mughal period. As the rate of insurance is the best indicator of level of safety on the routes, one clearly understand that level of safety on the routes during the Mughal period was much better than that of in the regime of the East India Company, surprisingly whose Factors showed the abject picture of insecurity on the routes in the Mughal period.

Generally the rival companies used to molest the ships travelling with passes issued by their rivals. At times commanders of the issuing company were not averse to molest the ships, on account of various allegafions, such as carrying people, money, goods, jewels, letters, etc. forbidden by the pass or accusing them being in league with their enemies in any form. The Dutch issued time and again instructions to their factors to seize all those ships, which were in league with their enemies in any form, despite having passes from them.'^' And this compelled the Indian merchants to make a 'custom' to buy passes from more than one European Company for their voyage.'^^ The best way to ensure safety on the sea was to accompany the ships of the issuing authority of the pass with their permission.

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

McSorley: "Anderson, this is the Fitzgerald. I have sustained some topside damage. I have a fence rail laid down, two vents lost or damaged, and a list. I'm checking down. Will you stay by me ‘til I get to Whitefish?" Cooper: "Charlie on that Fitzgerald. Do you have your pumps going?" McSorley: "Yes, both of them.” It was at this point, according to a report issued later by the National Transportation Safety Board. that water began to pour “into the ballast tanks and tunnel through topside damage and flooding into the cargo hold through non-weather tight hatch covers”. This led the Fitzgerald to list to one side, even though the crew was running two of her six bilge pumps.

Both the National Transportation Safety Board and Coast Guard believe the Fitzgerald broke apart when the bow hit the bottom of the lake, and the Coast Guard’s report stated, “The proximity of the bow and stern sections on the bottom of Lake Superior indicated that the vessel sank in one piece and broke apart either when it hit bottom or as it descended. Therefore, the Fitzgerald did not sustain a massive structural failure of the hull while on the surface...The final position of the wreckage indicated that if the Fitzgerald had capsized, it must have suffered a structural failure before hitting the lake bottom. The bow section would have had to right itself and the stern portion would have had to capsize before coming to rest on the bottom. It is, therefore, concluded that the Fitzgerald did not capsize on the surface.

Never sacrifice the safety and comfort of your group just to meet your budget. Do your homework and research your chosen carrier thoroughly. Obtain a certificate of insurance listing your organization as additional insured and displaying a minimum of five million dollars in liability. Understand and factor in that one driver can drive ten hours or six hundred miles, whichever comes first. That driver must then have eight hours of sleep before being available again to drive! Don’t push the limit too hard!