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.

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.

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.

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?

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.

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.

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

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

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

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

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

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

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

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

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.

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,

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.

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.

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.

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.

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

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

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

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

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.

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.

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

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

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

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

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

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

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

Ghana’s largest wildlife sanctuary, Mole (pronounced Mo-lay) National Park is one of the best places anywhere in West Africa for general game viewing. Serviced by the rather rundown but relatively affordable Mole Motel, it is also comparatively easy and affordable to visit, whether on public transport or in a private vehicle, and well worth the effort for the opportunity to see a varied range of savannah wildlife at close quarters, most prolifically in the dry season (October–March). The motel has a memorable setting on a cliff overlooking a pair of waterholes regularly visited by elephant,

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

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

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

diverse range of industries, such as telecommunications, banking and financial services, manufacturing, transportation, aerospace

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

9:37, the west wall of the Pentagon was hit by hijacked American Airlines Flight 77, a Boeing 757. The crash caused immediate and catastrophic damage. All 64 people aboard the airliner were killed,as were 125 people inside the Pentagon (70 civilians and 55 military service members). One hundred six people were seriously injured and transported to area hospitals.192 While no emergency response is flawless, the response to the 9/11 terror= ist attack on the Pentagon was mainly a success for three reasons:first,the strong professional relationships and trust established among emergency responders; second, the adoption of the Incident Command System; and third, the pursuit of a regional approach to response. Many fire and police agencies that responded had extensive

first-ever professional check. For writing and performing a smash hit routine on a national coast-to-coast radio program, I received the magnificent sum of seven dollars and fifty cents, less seventy-five cents commission to the Thomas Lee Artists’ Bureau (Tommy was Don Lee’s son). The thrill of leaving on our trip around the world was dampened considerably when Harrison Holliway asked me to do the character on a weekly basis. I was heartbroken, but I had to tell him that we were leaving in five days. The continuation of the great career that had begun that Monday would have to wait until my return. •   •   • Just a few words about our trip, which lasted for six interesting and delightful months. The cost, for the three of us, was just under five thousand dollars. In 1934 the only way to cross an ocean was by ship, and the seas were dotted with literally hundreds of vessels carrying their passengers and cargo from one end of the world to the other. Many lines provided ships to service the large and profitable business of transporting people and things from place to place. The Dollar Line, the President Line, Matson, Canadian Pacific, British and Orient, and North German Lloyd were just a few of the many companies, each of which had as many as a ship a week visiting any given

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.

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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.

Baker has proposed $40 million in cuts to the state’s transportation system, but has expressed confidence the cuts will not undermine MBTA service.

Tracked Vehicles "Each war proves anew to those who may have had their doubts, the primacy of the main battle tank. Between wars, the tank is always a target for cuts. But in wartime, everyone remembers why we need it, in its most advanced, upgraded versions and in militarily significant numbers." - IDF Brigadier General Yahuda Admon (retired) Since their first appearance in the latter part of World War I, tanks have increasingly dominated military thinking. Armies became progressively more mechanised during World War II, with many infantry being carried in armoured carriers by the end of the war. The armoured personnel carrier (APC) evolved into the infantry fighting vehicle (IFV), which is able to support the infantry as well as simply transport them. Modern IFVs have a similar level of battlefield mobility to the tanks, allowing tanks and infantry to operate together and provide mutual support. Abrams Mission Provide heavy armour superiority on the battlefield. Entered Army Service 1980 Description and Specifications The Abrams tank closes with and destroys enemy forces on the integrated battlefield using mobility, firepower, and shock effect. There are three variants in service: M1A1, M1A2 and M1A2 SEP. The 120mm main gun, combined with the powerful 1,500 HP turbine engine and special armour, make the Abrams tank particularly suitable for attacking or defending against large concentrations of heavy armour forces on a highly lethal battlefield. Features of the M1A1 modernisation program include increased armour protection; suspension improvements; and an improved nuclear, biological and chemical (NBC) protection system that increases survivability in a contaminated environment. The M1A1D modification consists of an M1A1 with integrated computer and a far-target-designation capability. The M1A2 modernisation program includes a commander's independent thermal viewer, an improved commander's weapon station, position navigation equipment, a distributed data and power architecture, an embedded diagnostic system and improved fire control systems.

M113 Family of Vehicles Mission Provide a highly mobile, survivable, and reliable tracked-vehicle platform that is able to keep pace with Abrams- and Bradley-equipped units and that is adaptable to a wide range of current and future battlefield tasks through the integration of specialised mission modules at minimum operational and support cost. Entered Army Service 1960 Description and Specifications After more than four decades, the M113 family of vehicles (FOV) is still in service in the U.S. Army (and in many foreign armies). The original M113 Armoured Personnel Carrier (APC) helped to revolutionise mobile military operations. These vehicles carried 11 soldiers plus a driver and track commander under armour protection across hostile battlefield environments. More importantly, these vehicles were air transportable, air-droppable, and swimmable, allowing planners to incorporate APCs in a much wider range of combat situations, including many "rapid deployment" scenarios. The M113s were so successful that they were quickly identified as the foundation for a family of vehicles. Early derivatives included both command post (M577) and mortar carrier (M106) configurations. Over the years, the M113 FOV has undergone numerous upgrades. In 1964, the M113A1 package replaced the original gasoline engine with a 212 horsepower diesel package, significantly improving survivability by eliminating the possibility of catastrophic loss from fuel tank explosions. Several new derivatives were produced, some based on the armoured M113 chassis (e.g., the M125A1 mortar carrier and M741 "Vulcan" air defence vehicle) and some based on the unarmoured version of the chassis (e.g., the M548 cargo carrier, M667 "Lance" missile carrier, and M730 "Chaparral" missile carrier). In 1979, the A2 package of suspension and cooling enhancements was introduced. Today's M113 fleet includes a mix of these A2 variants, together with other derivatives equipped with the most recent A3 RISE (Reliability Improvements for Selected Equipment) package. The standard RISE package includes an upgraded propulsion system (turbocharged engine and new transmission), greatly improved driver controls (new power brakes and conventional steering controls), external fuel tanks, and 200-amp alternator with four batteries. Additional A3 improvements include incorporation of spall liners and provisions for mounting external armour. The future M113A3 fleet will include a number of vehicles that will have high speed digital networks and data transfer systems. The M113A3 digitisation program includes applying hardware, software, and installation kits and hosting them in the M113 FOV. Current variants: Mechanised Smoke Obscurant System M548A1/A3 Cargo Carrier M577A2/A3 Command Post Carrier M901A1 Improved TOW Vehicle M981 Fire Support Team Vehicle M1059/A3 Smoke Generator Carrier M1064/A3 Mortar Carrier M1068/A3 Standard Integrated Command Post System Carrier OPFOR Surrogate Vehicle (OSV) Manufacturer Anniston Army Depot (Anniston, AL) United Defense, L.P. (Anniston, AL)

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Both had been taken out of front-line service after the Gulf War in 1991. Neither had proved sufficiently durable. Their task had been to haul Abrams battle tanks around. Battle tanks were built for tank battles, not for driving from A to B on public roads. Roads got ruined, tracks wore out, between-maintenance hours were wasted unproductively. Hence tank transporters. But Abrams tanks weighed more than sixty tons, and wear and tear on the HETs was prodigious. Back to the drawing board. The old-generation hardware was relegated to lighter duties. But

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CFR’s Renewing America initiative—from which this book arose—has focused on those areas of economic policy that are the most important for reinforcing America’s competitive strengths. Education, corporate tax policy, and infrastructure, for example, are issues that historically have been considered largely matters of domestic policy. Yet in a highly competitive global economy, an educated workforce, a competitive tax structure, and an efficient transportation network are all crucial to attracting investment and delivering goods and services that can succeed in global markets. The line between domestic economic policy and foreign economic policy is in many cases now almost invisible. Building a more competitive economy for the future requires that our political leaders—not just in Congress and the White House but also in state and local governments—understand how their policy choices can affect the choices of companies that can now invest almost anywhere in the world.

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

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

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.

Moses, who was a Hebrew, led the Hebrew Israelites out of Egypt in the wilderness (read Exodus chapter 3 to the end of Exodus chapter 14). At this point once the children of Israel were in the wilderness they started to sin against the Most High. The children of Israel were enslaved by the Muslims and the white Europeans also. The European involvement in the slave trade to America lasted over 3 centuries. The Muslim (Arabs) slave trade lasted 14 centuries and still exists in some parts of the world. Two out of three Hebrew Israelites slaves brought to American was men used for agricultural work. Two out of three were women were enslaved and by the white Europeans and the Muslims for sexual exploitation, concubine, harems, and for military services. Slaves that were transported across the Atlantic about 95% went to Central and South America, Portuguese, French, and Spanish possession. The other 5% went to the United States and that 5% consented of the tribe of Judah who are the so called Negros and the tribe of Gad who are the North American Indians. During the Trans-Atlantic slave trade Europeans didn’t have to venture into the jungles of Africa to capture the Hebrew Israelites because they were already sold into slavery by the African chief or by the Muslim slave traders at the coast. The Trans-Atlantic slave trade had three guilt partners; the African Chief s, the Muslim Arabs and the white Europeans.

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

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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.

She was wrong, too, when the Kennedy assassination left her thinking that “what is at stake is no more nor less than the existence of the republic.” Worse was to come. The turmoil of the 1960s made her perpetually ill at ease, wondering if she should start packing her bags again. The Vietnam war was tearing the country apart. Racial tensions were boiling over. The campuses were exploding, the cities deteriorating. Public services like transportation and the mails were falling apart, and crime was out of control. By the start of 1968, she said, she knew of many native-born Americans, not just German-Jewish émigrés, who were thinking of leaving the country. And the nation’s urban problems were having a direct impact: New York City was becoming too much for her. In 1968, she and her husband considered abandoning their Upper West Side apartment to find “more comfort than is possible in big cities,” and a few years later she survived an attempted mugging, though not without psychological damage. She became fearful of venturing out onto New York’s dangerous streets. “For many years now, the law-enforcement agencies have been unable to enforce the statutes against drug traffic, mugging and burglary,” she said. “It looks like the end of the republic,” she wrote to McCarthy.

An Internet company decides to revolutionize an industry—personal transportation, the taxi and limousine market—that defines old-school business-government cooperation, with all the attendant bureaucracy and incompetence and unsatisfying service. It sells itself to investors with the promise that it can buy its way to market dominance in this sclerotic field and use its cutting-edge tech to slash through red tape and find unglimpsed efficiencies. On the basis of that promise, it raises billions upon billions of dollars across its ten-year rise, during which time it becomes as big as promised in Western markets, a byword for Internet-era success, cited by boosters and competitors alike as the model for how to disrupt an industry, how to “move fast and break things” as the Silicon Valley mantra has it. By the time it goes public in 2019, it has $11 billion in annual revenue—real money, exchanged for real services, nothing fraudulent about it. Yet this amazing success story isn’t actually making any sort of profit, even at such scale; instead, it’s losing billions upon billions of dollars, including $5 billion in one particuarly costly quarter. After ten years of growth, it has smashed the old business model of its industry, weakened legacy competitors, created a great deal of value for consumers—but it has done all this without any discipline from market forces, using the awesome power of free money to build a company that would collapse into bankruptcy if that money were withdrawn. And in that time, it has solved exactly none of the problems that would have prevented a company that needed to make a profit from building such a large user base: it has no obvious competitive advantages besides the huge investor subsidy; the technology it uses is hardly proprietary or complex; its rival in disruption controls 30 percent of the market, even as the legacy players are still very much alive; and

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the creation of economic value is a collective process. Businesses do not create wealth on their own. No business today can operate without the fundamental services provided by the state: schools and higher education institutions, health and social care services, housing provision, social security, policing and defence, the core infrastructures of transport, energy, water and waste systems. These services, the level of resources allocated to them and the type of investments made in them, are crucial to the productivity of private enterprises. The private sector does not ‘create wealth’ while taxpayer-funded public services ‘consume’ it. The state does not simply ‘regulate’ private economic activity. Rather, economic output is co-produced by the interaction of public and private actors—and both are shaped by, and in turn help to shape, wider social and environmental conditions.

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After the MTA released its $14.4 billion plan in November 1980, a governor’s aide told Ravitch that Carey was not interested in entertaining a fare hike or a tax package for the MTA. Carey preferred holding down the fare rather than financing a multibillion-dollar capital program. The governor also saw Ravitch’s proposal as a threat to Westway. A coalition of thirty-seven civic and environmental groups had filed suit in federal court to stop the highway project. They wanted the state to take the federal transportation funds designated for the project and use them for transit improvements instead. If Carey admitted that the transit system was underfunded and starved for capital, it would have played into the hands of the Westway opponents.48 Faced with resistance in Albany, Ravitch began a lobbying effort that no state official other than Robert Moses at the height of his powers could have undertaken. He started by pleading with the governor and his staff, explaining that without new sources of revenue he would have to dramatically raise the fare. Then he took his case directly to the public. Rather than minimizing the transit system’s problems, Ravitch made sure that reporters learned about all the delays and breakdowns occurring in MTA facilities. He visited editorial boards and told them, “If you don’t pay attention, the politicians won’t.” He talked to every reporter who called. Unlike his predecessors, he admitted that the MTA’s services, particularly during peak hours, were “deteriorating at an accelerated rate.” The newspapers, he said, were “my shield and my sword.

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?

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

Post Malone Open Carries Gun While Buying Hoverboard in Utah Wal Mart There's long history of firearms in the hip-hop industry. Most of it is only for the show, although some of this history includes violent undertones. In actuality, many rappers legally take on an everyday basis. This includes Article Malone, who carried while buying at a Utah Walmart a week to the rapper.The Walmart article received a lot more than 1000 opinions. A massive majority were positive in him shopping at Walmart and using an open carry pistol. Not everybody agreed. Some seemed to consider the concept of carrying out a gun to become juvenile. Utah law allows open transport, if the individual has a permit. The gun has to be carried with just two steps necessary for firing: racking the slide along with pulling on the trigger.Response to Create Malone Open Carrying There's absolutely not any way of knowing if Malone has a license for Utah. Approximately 22 per cent of state residents have licenses. Utah recognizes permits for all 50 states, so he may have one from somewhere else. He owns homes in California and Utah, therefore he might have permits for either one. Malone creates a advocate for your responsible use of guns.One particular reason he supports gun rights is the same as many other gun owners in the nation. He considers"the globe will shit," and wishes to be more prepared if something happens. He actually showed off part of the collection during a meeting with Spin. At exactly the exact same time he clarified he could be right into alternative news and conspiracy theories. The writer believed the set to be"disconcerting," seemingly not understanding that a lot of Americans possess firearms and hold a number of the exact beliefs. It might seem unusual but was normal within the Utah wal mart.A UTAH Wal-mart GOT A NICE SURPRISE WHEN RAPPER POST MALONE VISITED TO BUY A HOVERBOARD, ALL WHILE BEING AN ADVOCATE OF Open-carry WITH A PISTOL ON HIS HIP.The shop actually published a photograph of Malone with a Walmart employee and depriving him . While there, he purchased a hoverboard, and spent a few minutes posing for pictures and conversing with fans. And with that visit, Malone had a pistol within a holster. Our friends at Ballistic Magazine confirm that the pistol appears to function as described as a ZEV OZ9.Malone, whose name is Austin Richard Post, is a long time owner of firearms. Section of this might be because while he was born in New York, he was raised in Texas. Over time, media outlets have been told by him regarding his service of the Second Amendment. One of the tattoos, actually, is that a snake.

Gene Russianoff from the Straphangers Campaign said that because New York had not built a new subway line in half a century, subway riders had to deal with “elbow-in-the-ribs crowding that would violate Department of Agriculture guidelines for shipping cattle.” He argued, “If the region can raise $3.5 billion to spare tens of thousands of daily Long Island Rail Road commuters, we must find the resources to come to the rescue of the hundreds of thousands of New Yorkers suffering from grossly inadequate subway service on the East Side.” Robert Paaswell, the director of City College’s transportation research center, explained that overcrowding on platforms and stairways causes people to fall and get jammed up as they try to get on and off trains. He warned that the problem could be especially dangerous for the elderly and disabled. Then he brought up a question that had not yet received any attention in the Second Avenue subway discussion: what would happen if an overcrowded Lexington Avenue–line subway station needed to be suddenly evacuated in the event of a terrorist attack?83

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As the overarching organization of workers’ trade unions, the Histadrut controlled key areas that were needed to accomplish the primary tasks of the Zionist colonial enterprise. These included economic production and marketing, defense, and control of the labor force, as well as creating jobs outside the free market so as to avoid competition with abundant and cheap Arab labor. The Histadrut thus introduced the irregular phenomenon of a “trade union” that established its own industrial, financial, construction, transport, and service enterprises.41

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.

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