Transportation Service Quotes

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

He took advantage of his ability to fill positions temporarily while waiting for Senate confirmations. Saying he liked the flexibility to move people in and out of office quickly, he relied on “acting” officials (who needed no confirmation) rather than nominating permanent appointees. In April and May 2020, Trump slashed oversight of his administration. He fired the inspectors general of the Departments of Defense, Health and Human Services, and Transportation—all of whom were “acting”—and of the State Department and the Intelligence Community.

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.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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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

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So, after our grandmothers had helped build the National Health Service and our grandfathers had staffed the public transport system, British MPs could openly talk about repatriation – we were no longer needed, excess labour, surplus to requirements, of no further use to capital. The entire management of ‘race’ – the media propaganda, the overstaffed mental institutions, the severe unemployment, the massively disproportionate

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?

That month, the head of the Cambodian army, Lieutenant General Lon Nol, flew to Beijing to confirm a secret treaty already approved by Sihanouk for use of Sihanoukville’s port to transship Chinese arms and supplies to PAVN sanctuaries along the border. Chinese shipments were passing through Sihanoukville by the following year; these were carried by the Hak Ly Trucking Company, a Phnom Penh–based entity that was actually led by an officer from PAVN’s General Rear Services Department.7 In return, the Cambodian military received at least 10 percent of all weapons shipments, as well as hefty port and transportation fees.8 The Cambodians also reportedly allowed PAVN to make use of a military hospital in Kompong Cham.

Bitcoin is not a smart network. Bitcoin is a dumb network. It really is a dumb network. It is a dumb transaction-processing network. It’s a dumb network for verifying a very simple scripting language. It doesn’t offer a complete range of financial services and products. It doesn’t have automation and incredible features built in. Bitcoin is simply a dumb network, and that is one of its strongest and most important features. When you design networks, when you architect network systems, one of the most fundamental choices is this: do you make a dumb network that supports smart devices, or do you make a smart network that supports dumb devices? 5.1.1. The Smart Network - Phones The phone network was a very smart network. The telephone at the end of that network was a very dumb device. If you had a pulse-dialing phone, that thing had maybe four electronic components inside it. It was basically a switch on a wire with a speaker attached to it. You could dial by flicking the hook up and down fast enough. 
The phone was a dumb device; it had no intelligence whatsoever. Everything the phone network did was in the network. Caller ID was a network feature. Call waiting was a network feature. And if you wanted to make the experience better, you had to upgrade the network but you didn’t need to upgrade the device. That was a critical design decision because, at that time, the belief was that smart networks were better because you could deliver these incredible services just by upgrading the network for everyone. There is one small disadvantage with smart networks. They have to be upgraded from the center out. And that means innovation occurs at the center, by one player, and requires permission. As a result of smart network design, innovation only happens when a feature is needed by all of the subscribers of the network, when it is compelling enough to disrupt the function of the entire network to upgrade it. 5.1.2. The Dumb Network - Internet The internet is a dumb network. It’s dumb as rocks. All it can do is move data from point A to point B. It doesn’t know what that data is. It can’t tell the difference between a Skype call and a web page. It doesn’t know if the device on the end is a desktop computer or a mobile phone, a vacuum cleaner, a refrigerator, or a car. It doesn’t know if that device is powerful or not. If it can do multimedia or not. It doesn’t know, it doesn’t care. In order to run a new application or innovate on a dumb network, all you have to do is add innovation at the edge. Because a dumb network can support smart devices, you don’t need to change anything in the network. If you push intelligence to the edge of the network, an application that only has five users can be implemented so long as those five users upgrade their devices to implement that application. The dumb network will transport their data because it doesn’t know the difference and it doesn’t care. 5.1.3. Bitcoin’s Dumb Network Bitcoin is a dumb network supporting really smart devices, and that is an incredibly powerful concept because bitcoin pushes all of the intelligence to the edge. It doesn’t care if the bitcoin address is the address of a multimillionaire, the address of a central bank, the address of a smart contract, the address of a device, or the address of a human. It doesn’t know. It doesn’t care if the transaction is carrying lots of money or not much money at all. It doesn’t care if the address is in Kuala Lumpur or downtown New York. It doesn’t know, it doesn’t care. It moves money from one address to another based on a simple locking script. And that means that if you want to build a new application on top of bitcoin, you can upgrade the

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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.

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.

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

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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.

But maybe his father was right. Maybe what had happened in 1918 could never happen again. "U.S. Reveals Detailed Flu Disaster Plans." Cole decided to make this the topic for his research report. Plans for manufacturing and distributing vaccines and other medications. Plans to quarantine the sick and to call up extra doctors and nurses and to replace absent workers with retired workers so that businesses wouldn't have to shut down. Plans to keep public transportation and electricity and telecommunications and other vital services operating and food and water and other necessities from running out. Plans to mobilize troops (for Cole this was the only exciting part) in the event of mass panic or violence. One day he would ask Pastor Wyatt why, despite all these plans, everything had gone so wrong. "Son, that is just the thing. That is what people did not--and still do not--get. There is no way you can count on the government, even if it's a very good government. The government isn't going to save you, it isn't going to save anyone. There's no way you can count on other people in a situation like we had. People afraid of losing their lives--or, Lord knows, even just their toys--they'll panic. Even fine, decent Christian folk--you can never know for sure what they'll do next. So I say, love your neighbor, help your fellow man all you can, but don't ever count on any other human being. Count on God." What Cole didn't know was that most of the plans he read about that night would have been sufficient only for an emergency lasting a few weeks.

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.

The Temple, its Ministry and Services as they were at the Time of Jesus Christ. In both I have wished to transport the reader into the land of Palestine at the time of our Lord and of His apostles, and to show him, so far as lay within the scope of each book, as it were, the scene on which, and the persons among whom the events recorded in New Testament history had taken place. For I believe, that in measure as we realise its surroundings — so to speak, see and hear for ourselves what passed at the time, enter into its ideas, become familiar with its habits, modes of thinking, its teaching and worship — shall we not only understand many of the expressions and allusions in the New Testament, but also gain fresh evidence of the truth of its history alike from its faithfulness to the picture of society, such as we know it to have been, and from the contrast of its teaching and aims to those of the contemporaries of our Lord. For, a careful study of the period leaves this conviction on the mind: that — with reverence be it said — Jesus Christ was strictly of His time, and that the New Testament is, in its narratives, language, and allusions, strictly true to the period and circumstances in which its events are laid. But in another, and far more important, aspect there is no similarity between Christ and His period. “Never man” — of that, or any subsequent period — “spake like this man”; never man lived or died as He. Assuredly, if He was the Son of David, He also is the Son of God, the Saviour of the world.

The climate of Kansas and Nebraska was altogether unsuited to the negro, and the soil was not adapted to those productions for which negro labor could be profitably employed. If, then, any negroes held to service or labor, as provided in the compact of union, had been transported to those Territories, they would have been such as were bound by personal attachment mutually existing between master and servant, which would have rendered it impossible for the former to consider the latter as property convertible into money.

The way to connecting with each other and keeping these bonds strong is by maintaining respect, funding, and attendance for spaces and amenities that are public. Libraries, parks, walk-in clinics, public transportation, state and community education—things that you don’t need to pay a bunch of money or swipe a fancy card to access or use but were designed with all of us in mind. Embracing and holding in high regard these places and services that our taxes pay for keeps us arm-in-arm. It keeps us in close quarters so when some politician like Todd Akin makes irreverent and misogynistic declarations like, “If it is a legitimate rape, the female body has ways to try and shut that whole thing down,”1 we assemble into a multi-racial, multi-class, multi-gendered response.

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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.

Although the Spacing Guild had no military power of its own, it could—through withdrawal of transportation services—cripple any solar system. And with elaborate surveillance mechanisms, the Guild could trace and identify rogue attackers and send messages off to the Emperor, who in turn would dispatch Imperial Sardaukar according to mutual treaty.

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Whipped or ice cream on your dumplings?" she asked them, once the crust browned and the filling bubbled. She sprinkled additional cinnamon sugar on top. Grace and Cade responded as one, "Ice cream." Cade leaned his elbows on the table, cut her a curious look. "I didn't think we had a thing in common." She gave him a repressive look. "Ice cream doesn't make us friends." Amelia scooped vanilla bean into the bowls with the dumplings. Her smile was small, secret, when she served their dessert, and she commented, "Friendships are born of likes and dislikes. Ice cream is binding." Not as far as Grace was concerned. Cade dug into his dessert. Amelia kept the conversation going. "I bet you're more alike than you realize." Why would that matter? Grace thought. She had no interest in this man. A simultaneous "doubtful" surprised them both. Amelia kept after them, Grace noted, pointing out, "You were both born, grew up, and never left Moonbright." "It's a great town," Cade said. "Family and friends are here." "You're here," Grace emphasized. Amelia patted her arm. "I'm very glad you've stayed. Cade, too. You're equally civic-minded." Grace blinked. We are? "The city council initiated Beautify Moonbright this spring, and you both volunteered." We did? Grace was surprised. Cade scratched his stubbled chin, said, "Mondays, I transport trees and mulch from Wholesale Gardens to grassy medians between roadways. Flower beds were planted along the nature trails to the public park." Grace hadn't realized he was part of the community effort. "I help with the planting. Most Wednesdays." Amelia was thoughtful. "You're both active at the senior center." Cade acknowledged, "I've thrown evening horseshoes against the Benson brothers. Lost. Turned around and beat them at cards." "I've never seen you there," Grace puzzled. "I stop by in the afternoons, drop off large-print library books and set up audio cassettes for those unable to read because of poor eyesight." "There's also Build a Future," Amelia went on to say. "Cade recently hauled scaffolding and worked on the roof at the latest home for single parents. Grace painted the bedrooms in record time." "The Sutter House," they said together. Once again. "Like minds," Amelia mused, as she sipped her sparkling water.

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

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

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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

He would get £30 toward furnishing his personal group, plus their transportation, and £20 to cover the assembly of the workmen. The twenty workmen, to be bound for seven years of service to the Company, would be transported and "victualled as other tenantes for one whole yeare at the Companies charge.

Our communities basically want the same things—safe, clean environments; affordable, adequate housing and transportation; educational opportunities; accessible, quality health care; meaningful work at a fair wage; and equitable services for everyone. So, in the spirit of warmth and energy that our campfire metaphor brings, I invite each of you to be the spark that ignites your community to be safer, healthier, and fairer—and fired up for change.

Uber, which raised $1.2 billion this month at a valuation of $40 billion, said in August it had sought a legal opinion and that its Seoul service obeys the law. Opposition to its operations is down to outdated regulations that precede smartphone and wireless technology, Allen Penn, the company’s head of Asia, told reporters at the time. Paid transportation with unregistered vehicles is “clearly illegal activity,” South Korea’s Ministry of Land, Infrastructure and Transport said later that month. The maximum penalty for Uber’s alleged legal violation is a two-year prison sentence or a fine of nearly $20,000, Yonhap News reported Wednesday.

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

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

In Modern world internet technology is getting advance day by day. Uship is also getting advance day by day. This script helps the customer to find a way to book their shipment online. Uship clone script is a script. Which helps the customer to find a way to book their shipment online? Uship clone script is very easy to use. As an admin customer can use this script to start his own online business to help other customer’s to give the way for booking their shipment online. Anyone can use this script. This script is available for all World Wide Web customers. It also provides you 365*24*7 customer support. Uship clone script basic server installation is free. Customer can store unlimited data with the help of this script. In this script there are two sections available. First admin dashboard and second one is Master Control. In this service customer can check in which country our service is available or not. As an admin customer can add city or state in which the service should be available or not. In this script customer can check full detail info for example like: - Receiver detail, pickup dates, delivery dates and shipment details. Admin Dashboard: - As an admin customer can cheq. How many users are registered in a day? In shipment active and shipment undelivered option as an admin customer can cheq how much shipment delivered and undelivered are available in a day or week. In payment option customer can cheq how many payments received or not received in a week. As an admin customer can check all Web enquires which is received by customer through E-mail. In this active or inactive quote option admin can manage all transporter posted shipment quote, admin can make active or inactive quote. Master Control: - section there is some different option available for example likes category, payment gateways, Add Vehicle, Add notice board, country list, mails template, news list and so many other options are available. In add notice board option any customer can any notice regarding the product and in show notice board option customer can check all kinds of notice. There is news section on frontend where customer can add news about your company. What’s new or what are you doing and know you clients or visitors about your company. In payment gateway info option admin can manage payment gateway settings. In the admin panel customer can see payment status of all users. In slider setting admin can manage front slider banner and also admin can change slider, image text. In this script there is one service option available. In this option customer can check what Kind of service facilities available. In this script customer needs to enter a consignment detail with online tracking feature and then customer get his own complete website. Uship clone script also provide you a all static pages like Home, About Us, privacy policy, Term and condition, New shipment, Find delivers, login, My account and contact us.

People Say…” Craig, I just want to say “thank you” for the care and attention you give to our churches. No one can doubt your eagerness to service your clients nor your attention to detail in meeting their needs. That, along with your love for Christ and commitment to him, makes you our choice when it comes to proving first class travel service for the members of our purchasing group. Thanks, John Griffin, Shared Church Services.

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

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

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Pour donner consistance à cette révolution du temps, il suffit de commencer à énumérer les domaines de production de biens et de services dont l'existence actuelle ne se soutient que de la logique de la société marchande, de la double nécessité d'accroître sans cesse la production-pour-le-profit et de reproduire l'organisation sociopolitique qui la rend possible. Osons donc trancher à la racine et mesurer l'ampleur des secteurs qui, dans une société non marchande, soucieuse de surcroît d'écarter toute séparation entre gouvernants et gouvernés, deviendraient parfaitement superflus. On peut éliminer sans hésiter tout le personnel militaire et policier, poursuivre avec les banques, le système financier et les assurances (ces dernières seules pèsent aujourd'hui 15 % du PIB mondial), sans se priver du plaisir d'ajouter la publicité et le marketing( qui absorbent 500 milliards de dépenses annuelles, soit près d'un tiers des budgets militaires mondiaux). Finalement, le principe d'un autogouvernement à tous les échelons, tel qu'on l'a suggéré dans le chapitre précédent, condamnerait l'ensemble des bureaucraties nationales et internationales à une complète inutilité. Dens pans considérables de l'appareil industriel seront abandonnés, à commencer par la production d'armes et d'équipements militaires. Les impératifs écologiques et l'affirmation de l'agriculture paysanne rendront caduque une grande partie de l'industrie chimique (notamment l'écrasant secteur agrochimique) comme des biotechnologies fortement contestées (OGM notamment). Le secteur agroalimentaire, exemple type d'une marchandisation perverse des formes de production, s'évanouira, au profit d'une valorisation de l'autoproduction et des circuits locaux de production/consommation. […] on voit que chaque abandon de production de biens et de services aura des effets démultiplicateurs importants, puisque les besoins en édifices (bureaux, installations industrielles), en matériaux et en énergie, en infrastructures et en transports, s'en trouveront diminués d'autant. Le secteur de la construction sera par conséquent ramené à une échelle bien plus raisonnable qu'aujourd'hui, ce qu'accentuerait encore la régénération des pratiques d'autoconstruction (ou du moins une participation directe des utilisateurs eux-mêmes, aux côtés d'artisans plus expérimentés). Chaque suppression dans la production de biens et de services éliminera à son tour toutes les productions nécessaires à son installation, à son fonctionnement, sans oublier la gestion des déchets engendrés par chacune de ces activités. Pour donner un exemple parmi tant d'autres, la suppression de la publicité (jointe à celle des bureaucraties et à d'autres changements technico-culturels) entraînera une diminution considérable de la consommation de papier, c'est-à-dire aussi de toute la chaîne industrielle qui lui est associée, dans laquelle il faut inclure exploitation forestière, produits chimiques, matériaux nécessaires aux installations industrielles, transport, etc. Sans nier la pertinence de maintenir des échanges à longue distance, le fait de privilégier, dans toute la mesure du possible, les activités locales et de supprimer les absurdes détours de production qui caractérisent l'économie capitaliste (lesquels mènent, par exemple, l'ail chinois jusqu'en Europe et de l'eau - oui, de l'eau ! - des Alpes jusqu'au Mexique) réduira à peu de chose la chaîne commerciale actuelle et restreindra encore les besoins en transport. Joint à l'abandon d'une logique de production et d'organisation centrée sur l'automobile et le fétichisme égolâtre qui la soutient, tout cela entraînera une forte contraction de la consommation énergétique, qui pourra être satisfaite grâce aux énergies renouvelables, produites, dans la mesure du possible, localement. En conséquence, tout ce qui fonde le poids écrasant du secteur énergétique dans l'économie mondiale actuelle s'évanouira pour l'essentiel. (p. 91-92)

Malgré les incertitudes et les difficultés relevées, ce qu'on a dit jusqu'ici suffit pour avancer sur un point décisif (outre le fait, tout aussi essentiel, que la suppression massive de productions de biens et de services ouvre la voie à une réduction drastique de la pollution, à un usage raisonnable des ressources naturelles et par conséquent à un tarissement de la contradiction actuelle entre les formes d'organisation des sociétés humaines et les conditions écosystémiques de leur reproduction). Par un calcul peut-être encore trop prudent, on peut estimer que, sous le régime d'une logique sociale inédite, l'essentiel de la production d'aliments et de biens manufacturés ainsi que les services de base requis par la collectivité (principalement en matière de santé, à quoi on peut ajouter une chaîne de distribution réduite, ainsi que la part des transports organisée collectivement) pourront être assurés grâce à une activité également répartie entre tous ses membres et demeurant inférieure à 12 ou 16 heures par semaine. La manière d'organiser une telle répartition pourra donner lieu à diverses options qu'il n'est pas nécessaire d'évoquer ici, sinon pour suggérer que chacun devrait pouvoir expérimenter des tâches multiples, soit par une alternance sur des temps courts, soit par des changements au cours de la vie. On peut aussi envisager différentes manières de combiner des tâches productives d'intérêt commun s'inscrivant à des niveau supralocaux (notamment pour les productions lourdes qui demeureraient nécessaires) et d'autres ayant un caractère local (notamment pour la production d'aliments et de services). (p. 97-98)