Vehicle Service Quotes

Take care of your car in the garage, and the car will take care of you on the road.

Winter arrived with December, and the world continued to suffer the loss of the Internet and most forms of communication. Supply chains were disrupted. The only mass form of personal communication was the letter, and postal workers were having their worst year ever, as they were actually meeded. Food was becoming scarcer and more expensive, as was fuel for vehicles and heating. Major cities experienced riots on a regular basis, spurred on by religious fervor and want. Civilization was on the brink of collapse.

He dreaded the supermarket line chitchat. He waited until the postal service lady had knocked on the door, left the package, and gotten in her vehicle to open his door. His dog dying had been bad, I could tell, but the worst part for him had been trying to figure out how to handle the pity of the vet assistants.

In attempting to determine how Adolf Hitler had taken control, the US Office of Strategic Services commissioned a report in 1943 that explained his strategy: “Never to admit a fault or wrong; never to accept blame; concentrate on one enemy at a time; blame that enemy for everything that goes wrong; take advantage of every opportunity to raise a political whirlwind.”8 Soon hyperbole, extremism, defamation, and slander become commonplace and acceptable vehicles of power.

Perhaps the story of the human race is best understood as a journey through particularly hazardous terrain, in the dark, in a not very well-serviced vehicle, with a succession of drivers of varying competence, in assorted states of inebreiation

The biographies of great artists make it abundantly clear that the creative urge is often so imperious that it battens on their humanity and yokes everything to the service of the work, even at the cost of health and ordinary human happiness. The unborn work in the psyche of the artist is a force of nature that achieves its end either with tyrannical might or with the subtle cunning of nature herself, quite regardless of the personal fate of the man who is its vehicle. The creative urge lives and grows in him like a tree in the earth from which it draws its nourishment.

in English and Arabic. Clearly, even personal shoppers had him pegged as a complete geek. The shopper also managed to find some supplies for our magic bags—blocks of wax, twine, even some papyrus and ink—though I doubt Bes explained to her what they were for. After she left, Bes, Carter and I ordered more food from room service. We sat on the deck and watched the afternoon go by. The breeze from the Mediterranean was cool and pleasant. Modern Alexandria stretched out to our left—an odd mix of gleaming high-rises, shabby, crumbling buildings, and ancient ruins. The shoreline highway was dotted with palm trees and crowded with every sort of vehicle from BMWs to donkeys. From our penthouse suite, it all seemed a bit unreal—the raw energy of the city, the bustle and congestion below —while we sat on our veranda in the sky eating fresh fruit and the last melting bits of Lenin’s head.

Soon, many of us will no longer need to own or drive a car. Instead, we will rely on services that safely and conveniently use autonomous vehicles to take us where we want to go.

this vehicle were to roll over an IED, it would chuckle and keep on going.

Naming something beautiful made it so. I'd seen this in the way the church spoke of marriage as a sacred institution and in the one man plus one woman bumper stickers people sported on their vehicles. The same ones my father would hand to any customer passing through his dealership service department. Naming something ugly had a similar effect. The sound of my mother's vomiting the night she drove me home had taught me this lesson better than anything else ever had. I was gay, had been named as such, a fact that once ingested had to be immediately expelled.

Everything becomes a blur when you travel beyond a certain speed. Distant objects may still be clear in outline, but the blurred foreground makes it impossible to attend to them. This landscape is unreal and the passengers in the express train turn to their books, their thoughts or their private fantasies. The subjectivism of our age has a good deal to do with this imprisonment in a speeding vehicle, and the fact that we made this vehicle ourselves, with all the tireless care that children give to a contrivance of wood and wire, does not save us from the sense of being trapped without hope of escape. A further effect of such vertiginous speed is a kind of anaesthesia, entirely natural when the operation of the senses by which we normally make contact with our environment is suspended. With no opportunity to assimilate what is going on, our powers of assimilation are inevitably weakened and certain numbness sets in; nothing is fully savoured and nothing is properly understood. Even fear (which exists to forewarn us of danger) is suspended. This would be so even if speed of change were the only factor involved, but the kind of environment in which a large part of humanity lives today --- the environment created by technology at the service of immediate, short-term needs – does much to intensify this effect. Outside of works of art which embody something beyond our physical needs, our own constructions bore us. Those who, when they have built something and admired the finished product for a decent moment, are ready to pull it down and start on something new have good sense on their side.

In so far as the church nurtures the schizophrenic Christian, the church herself contributes to the very process of dismemberment which it is her specific business to check and counter. For the church's function is properly to reconstitute the concept and the reality of the fill man, faculties, and forces blended and united in the service of God. The church's mission as the continuing vehicle of divine incarnation is precisely that- to build and rebuild the unified Body made and remade in the image of the Father. The mind of man must be won for God.

It is understandable, then, that Jane Austen's subtle balancing of the code of moral values to which her society paid lip service against the code of moral values on which it largely acted should have been quite overshadowed--or even, since she used comedy as her vehicle, to have gone unnoticed.

The Shuttle was retired in 2011, after 30 years in service, and today the Soyuz, a much smaller vehicle, is the only way for human beings to get to the ISS. Some astronauts hired during the Shuttle era are simply too tall to fly in the tiny Soyuz. The possibility that they’ll leave Earth is currently zero.

Religion has clearly performed great services for human civilization. It has contributed much towards the taming of the asocial instincts. But not enough. It has ruled human society for many thousands of years and has had time to show what it can achieve. If it had succeeded in making the majority of mankind happy, in comforting them, in reconciling them to life and in making them into vehicles of civilization, no one would dream of attempting to alter the existing conditions. But what do we see instead? We see that an appallingly large number of people are dissatisfied with civilization and unhappy in it, and feel it as a yoke which must be shaken off; and that these people either do everything in their power to change that civilization, or else go so far in their hostility to it that they will have nothing to do with civilization or with a restriction of instinct. At this point it will be objected against us that this state of affairs is due to the very fact that religion has lost a part of its influence over human masses precisely because of the deplorable effect of the advances of science. We will note this admission and the reason given for it, and we shall make use of it later for our own purposes; but the objection itself has no force. It is doubtful whether men were in general happier at a time when religious doctrines held unrestricted sway; more moral they certainly were not. They have always known how to externalize the precepts of religion and thus to nullify their intentions. The priests, whose duty it was to ensure obedience to religion, met them half-way in this. God's kindness must lay a restraining hand on His justice. One sinned, and then one made a sacrifice or did penance and then one was free to sin once more. Russian introspectiveness has reached the pitch of concluding that sin is indispensable for the enjoyment of all the blessings of divine grace, so that, at bottom, sin is pleasing to God. It is no secret that the priests could only keep the masses submissive to religion by making such large concessions as these to the instinctual nature of man. Thus it was agreed: God alone is strong and good, man is weak and sinful. In every age immorality has found no less support in religion than morality has. If the achievements of religion in respect to man’s happiness, susceptibility to culture and moral control are no better than this, the question cannot but arise whether we are not overrating its necessity for mankind, and whether we do wisely in basing our cultural demands upon it.

Most car dealers make the majority of their profits from servicing cars. They treat vehicles like a subscription service, expecting people to visit their service centers multiple times a year for many years. This is the main reason dealerships have fought to block Tesla from selling its cars directly to consumers.fn15

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

The air, soil and water cumulatively degrade; the climates and oceans destabilize; species become extinct at a spasm rate across continents; pollution cycles and volumes increase to endanger life-systems at all levels in cascade effects; a rising half of the world is destitute as inequality multiplies; the global food system produces more and more disabling and contaminated junk food without nutritional value; non-contagious diseases multiply to the world’s biggest killer with only symptom cures; the vocational future of the next generation collapses across the world while their bank debts rise; the global financial system has ceased to function for productive investment in life-goods; collective-interest agencies of governments and unions are stripped while for-profit state subsidies multiply; police state laws and methods advance while belligerent wars for corporate resources increase; the media are corporate ad vehicles and the academy is increasingly reduced to corporate functions; public sectors and services are non-stop defunded and privatized as tax evasion and transnational corporate funding and service by governments rise at the same time at every level.

[Look at] the chair you are lounging in. . . . Could you have made it for yourself? . . . How [would you] get, say, the wood? Go and fell a tree? But only after first making the tools for that, and putting together some kind of vehicle to haul the wood, and constructing a mill to do the lumber and roads to drive on from place to place? In short, a lifetime or two to make one chair! . . . If we . . . worked not forty but one-hundred-forty hours per week we couldn’t make ourselves from scratch even a fraction of all the goods and services that we call our own. [Our] paycheck turns out to buy us the use of far more than we could possibly make for ourselves in the time it takes us to earn the check. . . . Work . . . yields far more in return upon our efforts than our particular jobs put in. . . .

An SUV idled at the curb, and Sol was just about to go past it when he felt himself yanked inside. The door slammed shut and he found himself in the vehicle with the three men from the coffee shop. “Hey,” one of them greeted him from the front passenger seat with a sardonic smile. “What the hell?!” Sol burst out. “Now, now,” the man said placatingly, “None of that. Just providing a taxi service.” “I didn't order no taxi!” “No, but this ain't that kind of taxi.

The really strange thing about this is that it was one of the Fog Facts. That is, it was not a secret. It was known. But it was not known. That is, if you asked a knowledgeable journalist, or political analyst, or a historian, they knew about it. If you yourself went and checked the record, you could find it out. But if you asked the man in the street if President Scott, who loved to have his picture taken among the troops and driving armored vehicles and aboard naval vessels, if you asked if Scott had found a way to evade service in Vietnam, they wouldn't have a clue, and, unless they were anti-Scott already, they wouldn't believe it. In the information age there is so much information that sorting and focus and giving the appropriate weight to anything have become incredibly difficult. Then some fact, or event, or factoid mysteriously captures the world's attention and there's a media frenzy. Like Clinton and Lewinsky. Like O. J. Simpson. And everybody in the world knows everything about it. On the flip side are the Fog Facts, important things that nobody seems able to focus on any more than the can focus on a single droplet in the mist. They are known, but not known.

By the end of 1986, the Liquidators had decontaminated more than 600 villages and towns. Army troops travelling in armoured vehicles washed Kiev’s buildings continually throughout May and June, and it became a crime to own a personal dosimeter in the city for more than two years after the accident. The government placed strict controls on the sale of fresh food; open-air stalls were banned. These restrictions lead the Head of the Central Sanitary and Epidemiological Service of the Ukraine to remark that, “thousands of ice cream, cake and soft drink stalls have vanished from the streets of Kiev.228

Achieving an all-white jury, or nearly all-white jury, is easy in most jurisdictions, because relatively few racial minorities are included in the jury pool. Potential jurors are typically called for service based on the list of registered voters or Department of Motor Vehicle lists—sources that contain disproportionately fewer people of color, because people of color are significantly less likely to own cars or register to vote. Making matters worse, thirty-one states and the federal government subscribe to the practice of lifetime felon exclusion from juries. As a result, about 30 percent of black men are automatically banned from jury service for life.

if consumer demand should increase for the goods or services of any private business, the private firm is delighted; it woos and welcomes the new business and expands its operations eagerly to fill the new orders. Government, in contrast, generally meets this situation by sourly urging or even ordering consumers to “buy” less, and allows shortages to develop, along with deterioration in the quality of its service. Thus, the increased consumer use of government streets in the cities is met by aggravated traffic congestion and by continuing denunciations and threats against people who drive their own cars. The New York City administration, for example, is continually threatening to outlaw the use of private cars in Manhattan, where congestion has been most troublesome. It is only government, of course, that would ever think of bludgeoning consumers in this way; it is only government that has the audacity to “solve” traffic congestion by forcing private cars (or trucks or taxis or whatever) off the road. According to this principle, of course, the “ideal” solution to traffic congestion is simply to outlaw all vehicles! But this sort of attitude toward the consumer is not confined to traffic on the streets. New York City, for example, has suffered periodically from a water “shortage.” Here is a situation where, for many years, the city government has had a compulsory monopoly of the supply of water to its citizens. Failing to supply enough water, and failing to price that water in such a way as to clear the market, to equate supply and demand (which private enterprise does automatically), New York’s response to water shortages has always been to blame not itself, but the consumer, whose sin has been to use “too much” water. The city administration could only react by outlawing the sprinkling of lawns, restricting use of water, and demanding that people drink less water. In this way, government transfers its own failings to the scapegoat user, who is threatened and bludgeoned instead of being served well and efficiently. There has been similar response by government to the ever-accelerating crime problem in New York City. Instead of providing efficient police protection, the city’s reaction has been to force the innocent citizen to stay out of crime-prone areas. Thus, after Central Park in Manhattan became a notorious center for muggings and other crime in the night hours, New York City’s “solution” to the problem was to impose a curfew, banning use of the park in those hours. In short, if an innocent citizen wants to stay in Central Park at night, it is he who is arrested for disobeying the curfew; it is, of course, easier to arrest him than to rid the park of crime. In short, while the long-held motto of private enterprise is that “the customer is always right,” the implicit maxim of government operation is that the customer is always to be blamed.

IN ARCHITECTURAL ECHO of service pyramid theory, the Shorn block had rented out its bottom two levels to a series of shopping and eating units that collectively went under the name Basecamp. According to the Shorn promotional literature that Chris had read, Basecamp provided employment for more than six hundred people and, together with the Shorn-owned vehicle repair shops in the basement, was a working embodiment of the virtues of trickledown wealth creation. Prosperity spread out from the foundations of the Shorn block like vegetation from an aquifer, said the literature warmly, though the metaphor that occurred to Chris was water leaking from the cracked base of an old clay flowerpot. Wealth, in his experience, was not something the people who had it were at all keen to see trickling anywhere.

The mechanism by which spirituality becomes passionate is metaphor. An ineffable God requires metaphor not only to be imagined but to be approached, exhorted, evaded, confronted, struggled with, and loved. Through metaphor, the vividness, intensity, and meaningfulness of ordinary experiences becomes the basis of a passionate spirituality. An ineffable God becomes vital through metaphor: The Supreme Being. The Prime Mover. The Creator. The Almighty. The Father. The King of Kings. Shepherd. Potter. Lawgiver. Judge. Mother. Lover. Breath. The vehicle by which we are moved in passionate spirituality is metaphor. The mechanism of such metaphor is bodily. It is a neural mechanism that recruits our abilities to perceive, to move, to feel, and to envision in the service not only of theoretical and philosophical thought, but of spiritual experience.

I guess we’ll just have to cross this on foot and go over there to find whatever Captain Goodwin thinks he sees.” “I can get the Humvee through that,” I said. Jerry looked over and down and said, “No, there’s no way.” “Y’all go ahead and walk, I’ll worry about the Humvee,” I said. So they all got out of the vehicle and began to cross through the canal on foot. I assessed the situation and then backed up the vehicle. I threw it into drive and gunned the gas. The engine was so loud that the sound bounced off the trees. RAAARRR. I drove that truck right down the first side of the canal and came barreling up the other side. The nine-thousand-pound vehicle flew out of that canal. Once I roared through the canal, the Humvee behind me followed suit. We pulled up next to Jerry and five other members of our squad like a taxi service. Jerry was so stunned he didn’t even yell at me for acting like a fool. What was be going to say? “Don’t do that again”?

Despite the fact that Uncle Rulon and his followers regard the governments of Arizona, Utah, and the United States as Satanic forces out to destroy the UEP, their polygamous community receives more than $6 million a year in public funds. More than $4 million of government largesse flows each year into the Colorado City public school district—which, according to the Phoenix New Times, “is operated primarily for the financial benefit of the FLDS Church and for the personal enrichment of FLDS school district leaders.” Reporter John Dougherty determined that school administrators have “plundered the district’s treasury by running up thousands of dollars in personal expenses on district credit cards, purchasing expensive vehicles for their personal use and engaging in extensive travel. The spending spree culminated in December [2000], when the district purchased a $220,000 Cessna 210 airplane to facilitate trips by district personnel to cities across Arizona.” Colorado City has received $1.9 million from the U.S. Department of Housing and Urban Development to pave its streets, improve the fire department, and upgrade the water system. Immediately south of the city limits, the federal government built a $2.8 million airport that serves almost no one beyond the fundamentalist community. Thirty-three percent of the town’s residents receive food stamps—compared to the state average of 4.7 percent. Currently the residents of Colorado City receive eight dollars in government services for every dollar they pay in taxes; by comparison, residents in the rest of Mohave County, Arizona, receive just over a dollar in services per tax dollar paid. “Uncle Rulon justifies all that assistance from the wicked government by explaining that really the money is coming from the Lord,” says DeLoy Bateman. “We’re taught that it’s the Lord’s way of manipulating the system to take care of his chosen people.” Fundamentalists call defrauding the government “bleeding the beast” and regard it as a virtuous act.

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.

Ford and General Motors executives made a big deal of the occasion by driving to Washington in their hybrid vehicles. Mulally of Ford came in an Escape SUV hybrid. Wagoner of General Motors was chauffeured in a Chevy Malibu hybrid. Poor Bob Nardelli of Chrysler. The pickings were slim. Chrysler, known more for the styling of it's bodies than for its technological savvy, sent Nardelli to Washington in an Aspen Hybrid SUV, about the only "green" thing Chrysler had to offer. Problem is, it was a terrible vehicle and unreliable. Despite being partially powered by a battery, the Aspen ran on a V-8 Hemi and got less than twenty miles to the gallon. The charging system was flawed and difficult to service. His driver was Mike Carlisle, the homicide detective who had retired from the Detroit Police Department just a month earlier. The media was invited to snap bon voyage photographs in Detroit, which they dutifully filed. What they did not see -and what Carlisle later told me- was that there were two engineers tailing Nardelli at a discreet three-mile buffer, carrying laptops and a trunk full of tolls in case the Aspen broke down. Even Chrysler didn't trust their products.

In typical cases, that a are no official policies authorizing race drposcrimination is obvious yet unstated, and the systematic exclusion of black jurors continues largely unabated through the use of the peremptory strike, Peremptory strikes have long been controversial. . . .In practice, however, peremptory challenges are notoriously discriminatory. Lawyers typically have little information about potential jurors, so their decisions to strike individual jurors tend to be based on nothing more than stereotypes, prejudices,and hunches. . . . Potential jurors are typically called for service based on the list of registered voters or Department of Motor Vehicle lists--spurces that contain dispropinately fewer people of color, because people of color are significantly less likely to own cars or to register to vote. Making matters worse, thirty-one States and the federal government subscribe to the practice of lifetime felon exclusion from juries. As a result, about 30 percent of black me are automatically banned from jury service for life. . . .[T]jemonly thing that has changed is that prosecutors must come up with a race-neutral excuse for the strikes--an exceeding easy task.

Al-Zawahiri, the son of an upper middle-class family who had grown up in Al-Maadi, an affluent Cairene suburb, joined the Muslim Brotherhood at the age of fifteen right after the 1967 defeat. He quickly moved from the Brotherhood's ordinary ranks to join (and create) independent, highly radicalized cells. Though he had no links to the murder of Sadat, he was imprisoned in the major incarceration waves that followed the crime, and was sentenced to three years. Having served his prison sentence, he emigrated to Saudi Arabia, then soon afterwards to Afghanistan to join in the fight against the Soviets. It was during that time that he met Dr Abdullah Azzam, the Palestinian godfather of many militant Islamic groups and the founder of the Jihad Service Bureau, the vehicle that helped recruit thousands of Arabs to the Afghanistan War. Al-Zawahiri became a close friend and confidant of Azzam. After the Soviets' withdrawal from Afghanistan, he returned to Egypt where he became the effective leader of the Al-Jihad group. In 1992, Dr Al-Zawahiri joined his old Arab Afghan colleague, the Saudi multi-millionaire Osama bin Laden, in Sudan, and from there he continued to lead Al-Jihad, until its merger with Al-Qaeda in 1998. Dr Al-Zawahiri presented his thinking and rationale for ‘jihad by all means’ in his book Knights under the Prophet's Banner.38

Some of these bots are already arriving in 2021 in more primitive forms. Recently, when I was in quarantine at home in Beijing, all of my e-commerce packages and food were delivered by a robot in my apartment complex. The package would be placed on a sturdy, wheeled creature resembling R2-D2. It could wirelessly summon the elevator, navigate autonomously to my door, and then call my phone to announce its arrival, so I could take the package, after which it would return to reception. Fully autonomous door-to-door delivery vans are also being tested in Silicon Valley. By 2041, end-to-end delivery should be pervasive, with autonomous forklifts moving items in the warehouse, drones and autonomous vehicles delivering the boxes to the apartment complex, and the R2-D2 bot delivering the package to each home. Similarly, some restaurants now use robotic waiters to reduce human contact. These are not humanoid robots, but autonomous trays-on-wheels that deliver your order to your table. Robot servers today are both gimmicks and safety measures, but tomorrow they may be a normal part of table service for many restaurants, apart from the highest-end establishments or places that cater to tourists, where the human service is integral to the restaurant’s charm. Robots can be used in hotels (to clean and to deliver laundry, suitcases, and room service), offices (as receptionists, guards, and cleaning staff), stores (to clean floors and organize shelves), and information outlets (to answer questions and give directions at airports, hotels, and offices). In-home robots will go beyond the Roomba. Robots can wash dishes (not like a dishwasher, but as an autonomous machine in which you can pile all the greasy pots, utensils, and plates without removing leftover food, with all of them emerging cleaned, disinfected, dried, and organized). Robots can cook—not like a humanoid chef, but like an automated food processor connected to a self-cooking pot. Ingredients go in and the cooked dish comes out. All of these technology components exist now—and will be fine-tuned and integrated in the decade to come. So be patient. Wait for robotics to be perfected and for costs to go down. The commercial and subsequently personal applications will follow. By 2041, it’s not far-fetched to say that you may be living a lot more like the Jetsons!

One evening in April a thirty-two-year-old woman, unconscious and severely injured, was admitted to the hospital in a provincial town south of Copenhagen. She had a concussion and internal bleeding, her legs and arms were broken in several places, and she had deep lesions in her face. A gas station attendant in a neighboring village, beside the bridge over the highway to Copenhagen, had seen her go the wrong way up the exit and drive at high speed into the oncoming traffic. The first three approaching cars managed to maneuver around her, but about 200 meters after the junction she collided head-on with a truck. The Dutch driver was admitted for observation but released the next day. According to his statement he started to brake a good 100 meters before the crash, while the car seemed to actually increase its speed over the last stretch. The front of the vehicle was totally crushed, part of the radiator was stuck between the road and the truck's bumper, and the woman had to be cut free. The spokesman for emergency services said it was a miracle she had survived. On arrival at the hospital the woman was in very critical condition, and it was twenty-four hours before she was out of serious danger. Her eyes were so badly damaged that she lost her sight. Her name was Lucca. Lucca Montale. Despite the name there was nothing particularly Italian about her appearance. She had auburn hair and green eyes in a narrow face with high cheek-bones. She was slim and fairly tall. It turned out she was Danish, born in Copenhagen. Her husband, Andreas Bark, arrived with their small son while she was still on the operating table. The couple's home was an isolated old farmhouse in the woods seven kilometers from the site of the accident. Andreas Bark told the police he had tried to stop his wife from driving. He thought she had just gone out for a breath of air when he heard the car start. By the time he got outside he saw it disappearing along the road. She had been drinking a lot. They had had a marital disagreement. Those were the words he used; he was not questioned further on that point. Early in the morning, when Lucca Montale was moved from the operating room into intensive care, her husband was still in the waiting room with the sleeping boy's head on his lap. He was looking out at the sky and the dark trees when Robert sat down next to him. Andreas Bark went on staring into the gray morning light with an exhausted, absent gaze. He seemed slightly younger than Robert, in his late thirties. He had dark, wavy hair and a prominent chin, his eyes were narrow and deep-set, and he was wearing a shabby leather jacket. Robert rested his hands on his knees in the green cotton trousers and looked down at the perforations in the leather uppers of his white clogs. He realized he had forgotten to take off his plastic cap after the operation. The thin plastic crackled between his hands. Andreas looked at him and Robert straightened up to meet his gaze. The boy woke.

Hyphen This word comes from two Greek words together meaning ‘under one’, which gets nobody anywhere and merely prompts the reflection that argument by etymology only serves the purpose of intimidating ignorant antagonists. On, then. This is one more case in which matters have not improved since Fowler’s day, since he wrote in 1926: The chaos prevailing among writers or printers or both regarding the use of hyphens is discreditable to English education … The wrong use or wrong non-use of hyphens makes the words, if strictly interpreted, mean something different from what the writers intended. It is no adequate answer to such criticisms to say that actual misunderstanding is unlikely; to have to depend on one’s employer’s readiness to take the will for the deed is surely a humiliation that no decent craftsman should be willing to put up with. And so say all of us who may be reading this book. The references there to ‘printers’ needs updating to something like ‘editors’, meaning those who declare copy fit to print. Such people now often get it wrong by preserving in midcolumn a hyphen originally put at the end of a line to signal a word-break: inter-fere, say, is acceptable split between lines but not as part of a single line. This mistake is comparatively rare and seldom causes confusion; even so, time spent wondering whether an exactor may not be an ex-actor is time avoidably wasted. The hyphen is properly and necessarily used to join the halves of a two-word adjectival phrase, as in fair-haired children, last-ditch resistance, falling-down drunk, over-familiar reference. Breaches of this rule are rare and not troublesome. Hyphens are also required when a phrase of more than two words is used adjectivally, as in middle-of-the-road policy, too-good-to-be-true story, no-holds-barred contest. No hard-and-fast rule can be devised that lays down when a two-word phrase is to be hyphenated and when the two words are to be run into one, though there will be a rough consensus that, for example, book-plate and bookseller are each properly set out and that bookplate and book-seller might seem respectively new-fangled and fussy. A hyphen is not required when a normal adverb (i.e. one ending in -ly) plus an adjective or other modifier are used in an adjectival role, as in Jack’s equally detestable brother, a beautifully kept garden, her abnormally sensitive hearing. A hyphen is required, however, when the adverb lacks a final -ly, like well, ill, seldom, altogether or one of those words like tight and slow that double as adjectives. To avoid ambiguity here we must write a well-kept garden, an ill-considered objection, a tight-fisted policy. The commonest fault in the use of the hyphen, and the hardest to eradicate, is found when an adjectival phrase is used predicatively. So a gent may write of a hard-to-conquer mountain peak but not of a mountain peak that remains hard-to-conquer, an often-proposed solution but not of one that is often-proposed. For some reason this fault is especially common when numbers, including fractions, are concerned, and we read every other day of criminals being imprisoned for two-and-a-half years, a woman becoming a mother-of-three and even of some unfortunate being stabbed six-times. And the Tories have been in power for a decade-and-a-half. Finally, there seems no end to the list of common phrases that some berk will bung a superfluous hyphen into the middle of: artificial-leg, daily-help, false-teeth, taxi-firm, martial-law, rainy-day, airport-lounge, first-wicket, piano-concerto, lung-cancer, cavalry-regiment, overseas-service. I hope I need not add that of course one none the less writes of a false-teeth problem, a first-wicket stand, etc. The only guide is: omit the hyphen whenever possible, so avoid not only mechanically propelled vehicle users (a beauty from MEU) but also a man eating tiger. And no one is right and no-one is wrong.

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,

Avis Budget, recognising the emerging threat, spent $500m last year buying Zipcar, the world’s largest example of a “car club”, a form of sharing in which vehicles are parked on the streets and users can rent them, using a swipe-card, by the hour. In theory, the giant hire firms are well-placed to operate the car-club model: conventional rentals peak during the week, whereas club-car use peaks at weekends, so they can achieve high utilisation rates by shifting cars between the two services. Car clubs and other forms of sharing are proving especially attractive to young drivers. That is encouraging the carmakers to return to a business they have dabbled in before (Hertz has been owned by both Ford and GM; and GM once part-owned Avis).

Kiip’s move comes at a time when more and more data on people’s actions is becoming available as wearable devices, Internet-connected home automation equipment, and cars with integrated data connections head to market. Those new data streams could form the basis for many new services and products, but they also bring new privacy concerns. Ads tailored to driving behavior will be possible thanks to a partnership between Kiip and fellow startup Mojio. It expects to launch a $149 device this summer that plugs into a car’s diagnostic port and streams vehicle data to a smartphone app to help users track their driving, their fuel economy, and their vehicle’s maintenance status. Kiip will use data from that device to target promotions inside the Mojio app.

Description: SCP-1296 is a Volga M24 model automobile belonging to a service identifying itself as Dial-a-Llama. The vehicle itself displays minor physical alteration: baggage bars have been installed on the roof, the rear seats have been removed, and the vehicle is incorrectly labeled as manufactured by the Toyota company. The Dial-a-Llama company’s contact information and slogans are painted on the sides of the vehicle.

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.

Canadian driver jailed for deaths caused by stopping for ducks 168 words OTTAWA (Reuters) - A Canadian woman was sentenced to 90 days in jail on Thursday for causing two deaths in 2010 when she stopped her car on a Quebec highway to help a group of ducklings crossing the road. Emma Czornobaj had been convicted in June of two counts each of criminal negligence and dangerous driving causing death. According to media reports on Thursday, Czornobaj stopped her car abruptly in the passing lane of a highway south of Montreal when she saw the ducklings. The motorcycle behind Czornobaj's car then crashed into her vehicle, killing the 50-year-old man driving the motorcycle and his 16-year-old daughter. "I just wanted to pick all these ducklings up and put them in my car," Czornobaj had testified during her trial. "I know it was a mistake." The jail time will be served on the weekends. Czornobaj was also sentenced to 240 hours of community service, probation and banned from driving for 10 years. Prosecutors had sought a nine-month jail sentence.

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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.

Heavy Equipment Recovery Combat Utility Lift and Evacuation System (HERCULES) (M88A2) Mission Provide towing, winching, and hoisting to support battlefield recovery operations and evacuation of heavy tanks and other tracked combat vehicles. Entered Army Service 1997 Description and Specifications The M88A2 HERCULES is a full-tracked, armoured vehicle that uses the existing M88A1 chassis but significantly improves towing, winching, lifting, and braking characteristics. The HERCULES is the primary recovery support vehicle for the Abrams tank fleet, the heavy Assault Bridge, and heavy self-propelled artillery. Length: 338 in Height: 123 in Width: 144 in Weight: 70 tons Speed: 25 mph w/o load; 17 mph w/load Cruising Range: 200 miles Boom Capacity: 35 tons Winch Capacity: 70 tons/670 ft Draw Bar Pull: 70 tons Armament: One .50-calibre machine gun Power train: 12 cylinder, 1050 HP air-cooled diesel engine with 3-speed automatic transmission Crew: 3 Manufacturer

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)

A few people in a basement room take the best of that service and repackage it, freeze-drying it for print. Print becomes a promotional vehicle for the brand’s online services and a supplier of cash flow to subsidize research and development. That

it’s surprising the depths of ignorance and naïveté that made so many otherwise intelligent people believe that a centralized bureaucracy might be a socially superior vehicle for managing the production and distribution of goods and services than a private firm that must compete with rivals to deliver the same services or make the same products.

In this session, bills on merchant shipping amendment, motor vehicles amendment and the constitutional amendment bill for goods and services tax were introduced in the Lok Sabha

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The next step—the Evolutionary-Teal perspective—views the organization no longer as property, not even shared property in service of its different stakeholders. The organization is viewed as an energy field, emerging potential, a form of life that transcends its stakeholders, pursuing its own unique evolutionary purpose. In that paradigm, we don’t “run” the organization, not even if we are the founder or legal owner. Instead, we are stewards of the organization; we are the vehicle that listens in to the organization’s deep creative potential to help it do its work in the world.

There was a time when Grandma used a block of ice to keep her food from spoiling. Later, a mechanical unit replaced the block of ice. In those days a service call often meant airing out the kitchen before work could be started because the place was full of ammonia or sulphur dioxide fumes. You do not have that problem today, for the modern domestic refrigerator uses a refrigerant which is practically odourless and harmless.

The Marwaris with their economic might were at the forefront of bankrolling gaurakshini sabhas (cow protection associations) while the Yadavs took on the mantle of foot soldiers at the time of riots. Cow protection was also one of the pronounced goals of Gita Press, for which Kalyan was used as a vehicle with two special issues, Gau Ank(Issue on Cows) and Gau Seva Ank (Issue on Service to Cows), besides innumerable articles on cows in various issues of the journal. Poddar, along with Prabhudatt Brahmachari and Karpatri Maharaj, was instrumental in getting many slaughterhouses closed post 1947.

Pro Publica investigation found that “Red Cross supervisors ordered dozens of trucks usually deployed to deliver aid to be driven around nearly empty instead, ‘just to be seen,’ one of the drivers recalls. ‘We were sent way down on the Gulf with nothing to give.’ An official gave the order to send out 80 trucks and emergency response vehicles—normally full of meals or supplies like diapers, bleach and paper towels—entirely empty or carrying a few snacks. Volunteers ‘were told to drive around and look like you’re giving disaster relief.’ ” Not surprisingly, the article drew an immediate and angry response. Rebutting the charge that “the American Red Cross cares more about its image and reputation than providing service to those in need,

Modern medical science largely considers the human body to be a kind of mechanical model, a sort of vehicle like a car that needs to be checked by a garage every so often. As an automobile is put together at an assembly line, so the body is simply seen as a very efficient machine put together in nature’s “factory.” If all the parts are in their proper places, and functioning smoothly, then the machine should give as excellent service as any well-running automobile — or so it seems. All

Supercapitalism has triumphed as power has shifted to consumers and investors. They now have more choice than ever before, and can switch ever more easily to better deals. And competition among companies to lure and keep them continues to intensify. This means better and cheaper products, and higher returns. Yet as supercapitalism has triumphed, its negative social consequences have also loomed larger. These include widening inequality as most gains from economic growth go to the very top, reduced job security, instability of or loss of community, environmental degradation, violations of human rights abroad, and a plethora of products and services pandering to our basest desires. These consequences are larger in the United States than in other advanced economies because America has moved deeper into supercapitalism. Other economies, following closely behind, have begun to experience many of the same things. Democracy is the appropriate vehicle for responding to such social consequences. That’s where citizen values are supposed to be expressed, where choices are supposed to be made between what we want for ourselves as consumers and investors, and what we want to achieve together. But the same competition that has fueled supercapitalism has spilled over into the political process. Large companies have hired platoons of lobbyists, lawyers, experts, and public relations specialists, and devoted more and more money to electoral campaigns. The result has been to drown out voices and values of citizens. As all of this has transpired, the old institutions through which citizen values had been expressed in the Not Quite Golden Age—industry-wide labor unions, local citizen-based groups, “corporate statesmen” responding to all stakeholders, and regulatory agencies—have been largely blown away by the gusts of supercapitalism. Instead of guarding democracy against the disturbing side effects of supercapitalism, many reformers have set their sights on changing the behavior of particular companies—extolling them for being socially virtuous or attacking them for being socially irresponsible. The result has been some marginal changes in corporate behavior. But the larger consequence has been to divert the public’s attention from fixing democracy. 1

Most people will call Emergency medical helpline/Ambulance service only a few times during their lifetimes. Having the necessary information before calling Emergency Ambulance helpline will help them in sending you the appropriate help say first aid responder, ambulance service, doctor, nurse quickly. It can be a frightening moment, but few prior precautions that might help you to run the process smoothly for both, you and the operator. If you are ever in a life-threatening medical emergency, it is important to have the emergency medical helpline number of your area memorized. Being composed and prepared to assist could save the victim life. Don’t Panic: Obviously, when you are calling the emergency medical helpline, you are in an emergency. But, Panic does not help, it may obstruct your speech (talking too fast, too slow, begin stuttering). Make sure you are far enough away from the emergency to be safe. Call your local ambulance helpline: Call your local ambulance helpline say in Bangalore, Emergency helpline number is 080 67335555 or 108. Be aware that, sometimes, it takes time for the phone to connect to the correct answering point. Do not disconnect the call if you do not connect immediately!! Know what you will be asked from the emergency operator. Make sure you are aware of the following queries: Where is the emergency location? Location is the first question asked by all emergency responders to provide & send the help. Give the dispatcher your name and address. Be aware of emergency location & where you are. Nature/Type of the emergency? Be aware of the type of emergency that you are in & the type of assistance that you want. The assistance includes medical professionals, ambulance service, firefighters or other professionals. A detailed, yet concise, description: Be aware of what happened? What should have the most importance? And why & what type of assistance you need. Have your phone number memorised: The dispatcher may need to call back for further information or to provide some useful instructions or to know where you are. 4. Listen to the dispatcher & be prepared to assist: Listen to the dispatcher & follow their instructions. The faster & better you follow their instructions, the higher the rate of survival will be. The operator/first responder might explain how to do CPR, if the victim is unconscious, while help is on arrival. For example, he can instruct you first aid, or how to help a choking victim guide you on how to stop nose bleeding. 5. Know your local medical emergency number: The emergency number depends on the country that you are living in. So you should know the local emergency number memorised. The Emergency Ambulance number in Bangalore, India is 080 67335555 & 108. 6. Ask for the type of ambulance that you are looking for: The operator wants to know the type of ambulance that you need. The type of ambulance includes Advanced Life support, Air ambulance Service, and Basic life support depending upon the type of emergency. In this case, make it clear about the type of emergency condition or explain the emergency, the victim is suffering from. Call Blood for sure helpline number 080 67335555 immediately for any life-threatening medical Emergency & ambulance services. These include chest pain, choking, car crash or any vehicle accident, difficulty speaking, drowning, numbness, sudden intense pain, severe burns and other serious medical problems.

The beautiful truth about service is that we are afforded countless opportunities to be its vehicle. Every interaction with another is an opportunity to serve. From simply letting someone into your lane in traffic, to holding a door, to a kind smile. This is all service. I am humbled by this simple truth. We are given the opportunity to express the most meaningful use of our lives every time we interact with another sentient being.

After Steve’s death I received letters of condolence from people all over the world. I would like to thank everyone who sent such thoughtful sympathy. Your kind words and support gave me the strength to write this book and so much more. Carolyn Male is one of those dear people who expressed her thoughts and feelings after we lost Steve. It was incredibly touching and special, and I wanted to express my appreciation and gratitude. I’m happy to share it with you. It is with a still-heavy heart that I rise this evening to speak about the life and death of one of the greatest conservationists of our time: Steve Irwin. Many people describe Steve Irwin as a larrikin, inspirational, spontaneous. For me, the best way I can describe Steve Irwin is formidable. He would stand and fight, and was not to be defeated when it came to looking after our environment. When he wanted to get things done--whether that meant his expansion plans for the zoo, providing aid for animals affected by the tsunami and the cyclones, organizing scientific research, or buying land to conserve its environmental and habitat values--he just did it, and woe betide anyone who stood in his way. I am not sure I have ever met anyone else who was so determined to get the conservation message out across the globe, and I believe he achieved his aim. What I admired most about him was that he lived the conservation message every day of his life. Steve’s parents, Bob and Lyn, passed on their love of the Australian bush and their passion for rescuing and rehabilitating wildlife. Steve took their passion and turned it into a worldwide crusade. The founding of Wildlife Warriors Worldwide in 2002 provided Steve and Terri with another vehicle to raise awareness of conservation by allowing individuals to become personally involved in protecting injured, threatened, or endangered wildlife. It also has generated a working fund that helps with the wildlife hospital on the zoo premises and supports work with endangered species in Asia and Africa. Research was always high on Steve’s agenda, and his work has enabled a far greater understanding of crocodile behavior, population, and movement patterns. Working with the Queensland Parks and Wildlife Service and the University of Queensland, Steve was an integral part of the world’s first Crocs in Space research program. His work will live on and inform us for many, many years to come. Our hearts go out to his family and the Australia Zoo family. It must be difficult to work at the zoo every day with his larger-than-life persona still very much evident. Everyone must still be waiting for him to walk through the gate. His presence is everywhere, and I hope it lives on in the hearts and minds of generations of wildlife warriors to come. We have lost a great man in Steve Irwin. It is a great loss to the conservation movement. My heart and the hearts of everyone here goes out to his family. Carolyn Male, Member for Glass House, Queensland, Australia October 11, 2006

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Innovation within services like CompuServe took place at the center of the network rather than at its fringes. PCs were to be only the delivery vehicles for data sent to customers, and users were not themselves expected to program or to be able to receive services from anyone other than their central service provider. CompuServe depended on the phone network’s physical layer generativity to get the last mile to a subscriber’s house, but CompuServe as a service was not open to third-party tinkering.

Christian growth is not like a combo-lock. We don’t change by dialing in the right amount of Bible reading, prayer, Scripture memory, service, and community, and then click. By all means, do the spiritual disciplines, but know that the spiritual disciplines aren’t what change us. We are transformed, and idols are shattered, by what the disciplines are meant to show us: the glory of Jesus. The disciplines are vehicles of faith, means of grace to get us on the path of the Spirit so we can behold, see, and feel the wonder of Christ.

JBA Speed Shop, located in San Diego, offers a wide range of services such as custom engine building and installation, complete vehicle restorations, custom exhaust, and dyno tuning. For 35 years, JBA has been the go-to haven for thousands of Southern California car guys who believe in the power and dominance of American classic, muscle and late model super cars. J. Bittle, founder, has a catalog of proprietary and patented products that dominate the high performance exhaust market.

In this scenario, ten years from now, if the tech giants are not restrained and their power as data-monopolies becomes further entrenched, governments will find themselves increasingly sidelined and impotent. Reduced to mere gatekeepers, politicians and civil servants will likely retreat behind algorithmic government, with laws shaped by data and machine learning, with all its inherent biases and imperfections, and public services gradually surrendered to private businesses. Indeed, we should expect just about every area of human existence, currently managed by government, to be dominated by Big Tech and its outriders: from the future of finance (just about everyone), to healthcare (Google), and from low-cost housing (Apple, Google) to education (Google, again) and autonomous vehicles (Tesla, Alphabet, Amazon, Apple, etc.).

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Biden seems to care more about his image than carrying out the only significant responsibility required of him as vice president: to launch retaliatory strikes in the event of a nuclear attack. That dwarfs the only duty the U.S. Constitution assigns to him—choosing whether to vote in the Senate to break a tie. Yet despite the obvious danger to the country, no one in Secret Service management has blown the whistle on Biden. “We drive the vehicle with the military aide,” an agent says. “If the president goes down and we can’t locate the military aide to take military action, that’s on us. We don’t have the backbone to say, ‘Mr. Vice President, we can’t separate the control vehicle with the military aide and the doctor from you.’ ” As a result, “unfortunately what’s going to happen is either you’re going to have a dead vice president in Delaware or you’re going to have agents killed in Delaware because Secret Service management refused to stand up to the vice president and say, ‘No sir, we can’t roll with this many assets short,’ ” an agent notes. “He wants to be Joe, and he does not want the vehicles around him. The situation is alarming, but the culture of Secret Service management is to go along, in hopes of getting a

Define their industry similarly and focus on being the best within it Look at their industries through the lens of generally accepted strategic groups (such as luxury automobiles, economy cars, and family vehicles), and strive to stand out in the strategic group they play in Focus on the same buyer group, be it the purchaser (as in the office equipment industry), the user (as in the clothing industry), or the influencer (as in the pharmaceutical industry) Define the scope of the products and services offered by their industry similarly Accept their industry’s functional or emotional orientation Focus on the same point in time—and often on current competitive threats—in formulating strategy

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A few months later, Sandler got word that Netflix, newly interested in movies, had set its sights squarely on him. Using data gathered from Sony movies that Netflix had played through its Starz deal, Sarandos’s team knew that even as his box-office power waned, Sandler remained one of the most popular stars on the streaming service. His aging audience might be less likely to pay to see him in a theater, but they still loved laughing at his antics at home. “We knew he was popular in markets where his movies had never even opened,” Sarandos said. The mid-budget star vehicle, in other words, still worked great for Netflix. When people went to theaters, they preferred brand-name franchises. But when they were browsing for something to stream rather than pay fifty dollars for a night out, a familiar face doing the familiar shtick was perfect. Movies without massive visual effects were just as enjoyable at home, after all, if not more so. And if the stars had chosen to stretch their wings and you didn’t like the movie you clicked on, you could turn it off immediately. You lost a little bit of time, but not any money. And though there may not be as many fans of Adam Sandler, or any movie star, as there used to be, that didn’t necessarily matter to Netflix. All studios care about is how many people buy tickets or DVDs. They get their money whether you loved the movie or hated it. But Netflix measures success by how many people finish a movie and are satisfied enough to keep subscribing as a result, or who sign up just in order to watch it. Adam Sandler’s fan base may have shrunk, but those who remained were loyal and they were global—just what Netflix wanted. Additionally, Netflix wouldn’t have to spend millions of dollars on billboards and TV ads to market each film. Its algorithm would prominently suggest each Sandler movie to his fans on their home screen the moment it was available.

At MGM, Arthur Freed and Vincente Minnelli made their last musical together, Bells Are Ringing (1960), reunited with Comden and Green. Dean Martin joined the Broadway package, replacing Sydney Chaplin, Charlie’s eldest son.13 Adding Martin’s star persona to the Judy Holliday vehicle produced another close match of movie star to musical role. As Jeff Moss, a Broadway playwright who’s been hitting the bottle harder than the typewriter, Martin fit the public perception of his romance with the grape. Even those who don’t care for the liquid Martin style find him charming in this musical.14 The vivacious answering-service operator Holliday nurses him back to sobriety and success, and the laid back, breezy Martin hoofs with Holliday in casual soft-shoe duets like “Just in Time.” In “Drop that Name,” Minnelli’s eye adds stylish brilliance to a satire of New York’s pretentious social elite, a Black-and-White Ball of burlesques and grotesques in answer to An American in Paris. Though Bells Are Ringing is neither vintage Freed nor vintage Minnelli—cramped by a middle-class present, a CinemaScope frame imprisoned in stageset interiors, and self-conscious disguises for Holliday’s shape—it is pleasant enough Holliday and Martin.

Two vehicles and 238,900 miles: three days there and three days back. Twenty-one hours on the surface of the Moon for two astronauts in the lunar lander, while the service module circled the heavenly body in a parking orbit. Katherine knew better than anyone that if the trajectory of the parked service module was even slightly off, when the astronauts ended their lunar exploration and piloted their space buggy back up from the Moon’s surface, the two vehicles might not meet up. The command service module was the astronauts’ bus—their only bus—back to Earth: the lander would ferry the astronauts to the waiting service module and then be discarded. If the two vehicles’ orbits didn’t coincide, the two in the lander would be stranded forever in the vacuum of space. The leadership of the Space Task Group set a risk standard of “three nines”—0.999, a criterion requiring that every aspect of the program be projected to a 99.9 percent success rate, or one failure for every thousand incidences.

Instead of seeing worship as a new fire to start each week, what if we saw it as a flame or light that can be taken with us? Then it could continue as we leave the service. It could happen in our homes, at our schools, through our work, and in our culture. It couldn’t be contained in a single location, context, culture, style, artistic expression, or vehicle of communication. Consequently, instead of depending on our worship leaders to start the fire from scratch when we gather each week, they could just help us fan those flames that already exist.

Reforms in Agriculture, the service sectors, vehicles and factories play a key role in tackling the economic downturn in India.

According to Ostrom and Schlager’s taxonomy, these may include distinct rights of access, withdrawal, management, exclusion, and alienation.101 If we can capture these quasi-legal notions in a token, it becomes a meta-asset, a thing of value that is simultaneously a governance vehicle.

What if it blows this way?” “It won’t.” “Just this one time.” “It won’t. Why should it?” He paused a beat and said in a flat tone, “They just closed part of the interstate.” “They would want to do that, of course.” “Why?” “They just would. A sensible precaution. A way to facilitate movement of service vehicles and such. Any number of reasons that have nothing to do with wind or wind direction.

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MY FIRST VISIT to the Oval took place just days after the election, when, following a long tradition, the Bushes invited Michelle and me for a tour of our soon-to-be home. Riding in a Secret Service vehicle, the two of us traveled the winding arc of the South Lawn entrance to the White House, trying to process the fact that in less than three months we’d be moving in. The day was sunny and warm, the trees still flush with leaves, and the Rose Garden overflowing with flowers. Washington’s prolonged fall provided a welcome respite, for in Chicago the weather had quickly turned cold and dark, an arctic wind stripping the trees bare of leaves, as if the unusually mild weather we had enjoyed on election night had been merely part of an elaborate set, to be dismantled as soon as the celebration was done.

And here is where we could see the emergence of new types of companies—“Auto-Tech.” These would either be vertically integrated or strategically allied companies, from vehicle manufacture, to fleet management, to ride hailing through their own platforms. They would be the master coordinators of multiple capabilities—manufacturing, data and supply chain management, machine learning, software and systems integration, and the delivery of high-quality “mobility as a service” to customers around the world. At this point, there is still no tipping point where the benefits of new technology and business models prove so overwhelming that they obliterate the oil-fueled personal car model that has reigned for so long.

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In a bureaucracy, human beings are instruments, employed by an organization to create products and services. In a humanocracy, the organization is the instrument—it’s the vehicle human beings use to better their lives and the lives of those they serve.

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Attempts on Castro’s Life According to Castro’s former bodyguard, Fabián Escalante, and Ramiro Valdés, head of the Cuban G-2 secret service, there were a total of 638 attempts to kill the Cuban leader, including the attempt by Marita Lorenz when she concealed the poison capsules in a jar of cold cream, before bringing them into her hotel room. Another time a fungus-impregnated scuba outfit was prepared, expecting that Fidel would wear it. This was followed by an exploding cigar attempt. Still another time, the CIA supposedly impregnated some of Castro’s favorite cigars with botulin, but they never got to him. Cigars as a vehicle to kill Castro were abandoned, when he gave up smoking in 1985.

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The team spent several years working on Glitch, but it never caught on with a mainstream audience. The game was shut down in 2012 due to a lack of traction. Butterfield and his team had spent nearly four years working on a failed project. It was a painful setback—but it wasn’t “game over.” While working on Glitch, the team had built an internal productivity tool to streamline communication, and it was very effective. Instead of shutting down Tiny Speck, Butterfield decided to refocus the company around the productivity tool. They would polish and retool their internal app for external distribution, selling it to other companies with a SAAS (Software as a Service) pricing model. They called the new product Slack. The early traction for Slack was outstanding. In 2014, the company (now also known as Slack) raised $42.8 million in a new round of funding from several top tier venture firms. Later that year, they raised another $120 million, valuing the company at over $1 billion.[33] Your project might fail. But if your project fails, you don’t necessarily need to abandon your underlying passion. It’s like driving. When your car stops running, you don’t give up on the prospect of ever driving again—you get a new car so you can get back on the road. Butterfield knew he had a passion for startups, and he knew that startups were tough. When his vehicle broke down, he didn’t stop driving. He took his broken car to the dump, got a new one (with far more horsepower), and slammed his foot back down on the gas pedal.

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The vehicle will not start. (the problem) 1. Why? The battery is dead. (first why) 2. Why? The accelerator is not functioning. (second why) 3. Why? The alternator belt has broken. (third why) 4. Why? The alternator belt was well beyond its useful service life and not replaced. (fourth why) 5. Why? The vehicle was not maintained according to the recommended service schedule. (fifth why, the root cause)

answers) 8.There is no crosswalk and you see a pedestrian crossing your lane ahead. You should: Stop and let him/her finish crossing the street. 9.It is illegal to listen to: Listening to music through headphones that cover both ears. 10.Always stop before you cross railroad tracks when: You don't have room on the other side to completely cross the tracks. 11.When you tailgate other drivers (drive close to their rear bumper): You can frustrate the other drivers and make them angry. 12.Should you always drive slower than other traffic? No, you can block traffic when you drive too slowly. 13.You see a signal person at a road construction site ahead. You should obey his or her instructions: At all times. 14.If you plan to pass another vehicle, you should: Not assume the other driver will make space for you to return to your lane  

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February 2013 My Email to Andy (Part One)   My chance encounter with Max was both a blessing and an affliction. After I’d checked into the majestic lady, The Oriental, hunger hit my rumbling stomach. I needed to savour some authentic Thai food. Unfortunately, the moment I stepped out of the hotel’s door, I was confronted by the harsh reality of Bangkok’s civic life. As at Don Mueang International Airport, rows of local taxi drivers lined the hotel’s periphery, ready to debauch the first customer that ventured out without soliciting The Oriental’s private limo service.                Again, I found myself surrounded by a barrage of locals offering me the best bargain on transportation to my destination. Who should come to my rescue but the same driver that had deposited Max and me? In the foulest Thai vernacular he could master, he repulsed those who challenged him. The vultures scattered, allowing me to embark in his not-so-new sedan. ”Where you want go sir?” he asked. ”Take me to an excellent place for local food,” I replied. ”I take you to good place, sir,” he responded and sped off into the dark. The question of whether I wanted a sexy girl to accompany me during my Bangkok stay arose again. I refused his offer with politeness. The man rephrased his query: “You want boy? I take you to good boy-bar.” I shook my head, yet he continued to pester me for an answer. We bantered back and forth, I not revealing my sexual preference while he used every contrivance to solicit an answer. Instead of delivering me to the city’s hub, he headed in the opposite direction towards a suburb that had almost no street lights. Worrisome thoughts of robbery and murder had begun to plague me when the vehicle finally came to a halt at a two-storied house in the middle of nowhere.