Vehicle Service Quotes

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

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.

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.

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.

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.

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

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.

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

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.

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.

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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.

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 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.

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

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

Does Avis Charge a $200 Deposit? Everything You Need to Know When using a debit card at Avis there will be a hold of $200 plus the estimated 1-800-259-6095 rental charges placed on your account. These funds will no longer be available to you. Upon returning the vehicle, Avis will process a reversal 1-800-259-6095 of any unused portion of the hold subject to your Bank's procedures. Why Does Avis Require a Deposit? Car rental companies like Avis place a temporary hold 1-800-259-6095 on your card to ensure that the vehicle is returned in good condition and that you have the funds to cover additional costs. This protects Avis in case of: • Fuel charges if the car isn’t returned full. • Additional rental days. 1-800-259-6095 • Tolls, tickets, or damage. How Much is the Avis Deposit? • Credit Card Rentals: Typically, Avis places a $200 hold on your card in addition 1-800-259-6095 to the estimated rental charges. • Debit Card Rentals: The deposit may be higher, sometimes up to $300, 1-800-259-6095 depending on the rental location and your driving history. • Airport Rentals: Some airport locations may require larger deposits due to higher risks and policies. When Do You Get the Deposit Back? The deposit is not an extra charge—it’s a temporary hold 1-800-259-6095. Once you return the car with no issues, Avis releases the hold. Depending on your bank, the refund 1-800-259-6095 may take 3–7 business days to appear in your account. Tips to Avoid Issues with Deposits • Use a major credit card 1-800-259-6095 for faster approvals. • Make sure you have enough available funds before renting. • Return the car on time 1-800-259-6095 and with a full tank to avoid extra charges. • Check with your specific rental location, as deposit amounts may differ. Final Thoughts Yes, Avis generally charges a $200 deposit 1-800-259-6095 (or more, depending on the payment method and rental conditions). This amount is held temporarily and released once the car is returned 1-800-259-6095 in good condition. To avoid surprises, it’s always smart to confirm the deposit requirements with your rental location before booking.

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.

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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.

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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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.).

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.

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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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Aren’t fears of disappearing jobs something that people claim periodically, like with both the agricultural and industrial revolution, and it’s always wrong?” It’s true that agriculture went from 40 percent of the workforce in 1900 to 2 percent in 2017 and we nonetheless managed to both grow more food and create many wondrous new jobs during that time. It’s also true that service-sector jobs multiplied in many unforeseen ways and absorbed most of the workforce after the Industrial Revolution. People sounded the alarm of automation destroying jobs in the 19th century—the Luddites destroying textile mills in England being the most famous—as well as in the 1920s and the 1960s, and they’ve always been wildly off the mark. Betting against new jobs has been completely ill-founded at every point in the past. So why is this time different? Essentially, the technology in question is more diverse and being implemented more broadly over a larger number of economic sectors at a faster pace than during any previous time. The advent of big farms, tractors, factories, assembly lines, and personal computers, while each a very big deal for the labor market, were orders of magnitude less revolutionary than advancements like artificial intelligence, machine learning, self-driving vehicles, advanced robotics, smartphones, drones, 3D printing, virtual and augmented reality, the Internet of things, genomics, digital currencies, and nanotechnology. These changes affect a multitude of industries that each employ millions of people. The speed, breadth, impact, and nature of the changes are considerably more dramatic than anything that has come before.

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Many public services were also outsourced. While PFI was largely about building and running infrastructure, outsourcing was mainly about handing services over to the private sector to manage, notably IT. HMRC (Her Majesty’s Revenue and Customs), DVLA (the Driver and Vehicle Licensing Agency), the NHS and local authorities awarded enormous IT contracts to external suppliers. Public services, including rubbish collection, school meals, building maintenance, prisons and even ambulance and probation services, were placed in the hands of private providers, often by local authorities: at its peak in 2012–13, the value of outsourcing contracts awarded by the latter reached £708 million.19 Since then, however, the value of local-government outsourced contracts has steadily fallen. The trend is similar for central-government IT outsourcing. Public organizations have increasingly found that outsourcing has not delivered the quality and reliability of services they had expected and has often not been good value for money either.

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The steady advance, and cultural power, of marketing and advertising has caused "the displacement of a political public sphere by a depoliticized consumer culture." And it has had the effect of creating a world of virtual communities built by advertisers and based on demographics and taste differences of consumers. These consumption- and style-based clusters are at odds with physical communities that share a social life and common concerns and which participate in a democratic order. These virtual communities are organized to buy and sell goods, not to create or service a public sphere. Advertisers don't like the public sphere, where audiences are relatively small, upsetting controversy takes place, and the settings are not ideal for selling goods. Their preference for entertainment underlies the gradual erosion of the public sphere under systems of commercial media, well exemplified in the history of broadcasting in the United States over the past seventy-five years. But entertainment has the merit not only of being better suited to helping sell goods; it is an effective vehicle for hidden ideological messages. Furthermore, in a system of high and growing inequality, entertainment is the contemporary equivalent of the Roman "games of the circus" that diverts the public from politics and generates a political apathy that is helpful to preservation of the status quo.

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Karma Yoga’s purpose is to use the vehicle one was given to serve (the body) to give back to the world without asking for anything in return. One is acting without attachment, giving to be of service and indebtedness to the world, which has given us so much. You gain the attitude of “after you” instead of the selfish approach of “after me.” “What can I give?” instead of “What can I get?

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One thing I don’t see here today is customers. Luxury-car sales are “more lifestyle than automotive,” Christiansen explains. The vehicles follow the money. His team will cosponsor events with private jet manufacturers and fractional ownership services such as NetJets and XOJET, or with San Francisco’s St. Francis Yacht Club, to expose affluent people to vehicles “they don’t even know they want yet.” Customers wander in from time to time, of course. Rocker Sammy Hagar, a Ferrari collector who sold his Cabo Wabo tequila brand to Campari for $91 million, has been known to stop by the sister dealership in San Francisco “in flip-flops, torn shorts, ratted hair, and a T-shirt. You wouldn’t think the guy has two dimes to rub together if you didn’t know who he was,” Christiansen says. Another guy showed up at the Walnut Creek lot dressed like a plumber and configured a $260,000 Bentley. He was, in fact, a plumber—one who owned a thriving plumbing business. He’d arrived in another Bentley, now on consignment.

What you can do next is look at what the product or service IS NOT. You do this by looking at your existing buckets and seeing if any of them have an opposite. If you’re selling a fast vehicle, it’s not slow. The words fast and not slow will lead you down different paths. For example, in the case of Udemy, you could turn lectures being “only three to five minutes,” into “lectures are not long and boring.” These two areas will definitely inspire different idea babies.

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The logic of a Cold War with China is more complex. Not only are China’s digital products intertwined with the environmental and economic development goals of many countries around the world, but Beijing, with its Belt and Road Initiative, is also well placed to promote trade into strategic infrastructure alliances. China has become the top trading partner for more than two-thirds of the world’s nations.1 It has a broad industrial plan to dominate emerging digital technologies in renewable energy, advanced vehicle and mobility network services, and additive manufacturing, and it has shown a willingness to do so by taking undue advantage of the openness to the U.S. education, investment, and export control systems. To build its globalist image, China’s government has declared its intention to reach net zero emissions by 2060.

Equally salient now is the need for the United States and its allies to double down to ensure that malevolent actors such as Iran and Russia cannot successfully launch a cyberattack on electric grids, petrochemical complexes, and financial services. It could be argued there is an overstated sense that, given the availability of alternative energy, the security of oil supply chains no longer matters. The reality is that there are more than 1.2 billion oil-burning vehicles on the road globally, compared to just five million electric vehicles. Thus, the idea that the world economy no longer needs to worry about a cutoff of oil supplies is questionable. But the fact that large energy-consuming governments know what they could do if oil were less available is a big change from the 1970s, when there was heightened fear of a lasting economic dislocation.

With over 45 years of combined experience and knowledge, Here at Hardings, we are capable of the service and repair of all makes and models of vehicles.

With over 45 years of combined experience and knowledge, Here at Hardings, we are capable of the service and repair of all makes and models of vehicles.

Our company offers premium storage solutions for RVs, featuring secure and spacious facilities designed to accommodate recreational vehicles of all sizes. With 24/7 surveillance and advanced security systems, your RV is protected around the clock. We provide convenient access and comprehensive maintenance services to ensure your RV remains in top condition. Whether you need short-term or long-term storage, our facilities are equipped to meet all your RV storage needs, ensuring your vehicle is safe and ready for your next adventure.

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Ikonik Motors Limited is Walsall's premier supercar dealer with a choice of hand-picked pre-owned classic, luxury and super cars. Ikonik are committed to providing unparalleled quality and service for the UK's elite car buyers. Every vehicle reflects our dedication to excellence and our passion for top-tier automotive craftsmanship. Ikonik don't just sell cars; they offer a gateway to a lifestyle of luxury, prestige and a world of premium driving experiences.

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

Across a spectrum of businesses, the amount of time required to execute a service or an order, manufacture and deliver a product is far less than the actual time the service or product spends in the value-delivery system. For example, a manufacturer of heavy vehicles takes 45 days to prepare an order for assembly, but only 16 hours to assemble each vehicle. The vehicle is actually receiving value for less than 1 percent of the time it spends in the system.

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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.

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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By 2014, Reed had calculated, a city of a million people, the tenth largest city in the United States, would be serviced by 1,600 public workers. “There is no way to run a city with that level of staffing,” he said. “You start to ask: What is a city? Why do we bother to live together? But that’s just the start.” The problem was going to grow worse until, as he put it, “you get to one.” A single employee to service the entire city, presumably with a focus on paying pensions. “I don’t know how far out you have to go until you get to one,” said Reed, “but it isn’t all that far.” At that point, if not before, the city would be nothing more than a vehicle to pay the retirement costs of its former workers. The only clear solution was if former city workers up and died, soon. But former city workers were, blessedly, living longer than ever. This

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.

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  

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)

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Two months earlier, Victor de Laveleye, the organizer of BBC programs to Belgium, had urged his compatriots to demonstrate their resistance to German rule by scrawling the letter V on the walls of buildings throughout the country. De Laveleye, who had served as Belgian minister of justice before coming to London, told his listeners that the letter would serve as a symbol to unite and rally their sharply divided nation. (Belgium’s population in the north spoke Flemish, a variant of Dutch, and had close cultural and religious ties to the Netherlands, while Belgians in the south spoke French and were intimately linked to France.) As de Laveleye noted, V was the first letter of both the French word “victoire” and the Flemish word “vrijheid” (“freedom”), not to mention the English word “victory.” Belgians accepted de Laveleye’s challenge with gusto, chalking Vs on walls, doors, pavements, and telegraph and telephone poles. So did a growing number of the French, many of whom learned about the V campaign by listening to the BBC’s Belgian service. Although de Laveleye’s initiative was meant for Belgium, it spread across France in a matter of days. In both countries, chalk sales skyrocketed. A letter to the BBC from Normandy noted “a multitude of little Vs everywhere.” A correspondent from Argentière in the French Alps reported “an avalanche of Vs, even on vehicles and on the roads.