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.

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.

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

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.

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.

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.* “The ultimate goal is to never have to bring your car back in after you buy

Space Adventures, working with Russian providers of the vehicle and service module needed, have already signed up one of the two tourists, who, with a Russian astronaut pilot, will make the first commercial Apollo 13 type loop-the-Moon trip. (Apollo 8 made several orbits about the Moon before returning.)

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Disintermediated brands appear in other contexts, too. For instance, Facebook creates no content, yet it brokers content for billions of individuals and thousands of media markets; Uber owns almost no vehicles, yet it is the world’s largest taxi service. In a hyper-networked world where mobile phones, speakers, thermostats, and even exercise clothes are connected to the internet and potentially each other, brands have to learn to play well with each other or give up a certain amount of control to those that own the most popular interfaces. For better or for worse, the power is in the portal.

Under Grossman’s Regulation 2.0 scheme, government regulatory agencies would operate quite differently from the way they do today. Rather than establishing rules of market access, their primary job would be to establish and enforce requirements for after-the-fact transparency. Grossman imagines a city government responding to the arrival of Uber by passing an ordinance that states: “Anyone offering for-hire vehicle services may opt out of existing regulations as long as they implement mobile dispatch, e-hailing, and e-payments, 360-degree peer-review of drivers and passengers, and provide an open data API for public auditing of system performance with regards to equity, access, performance, and safety.”54

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

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

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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Yet there it was: reflecting on the meaning of having been president of the United States, his first impulse was not to mention public service, or what he felt he’d accomplished, only that it appeared to be a vehicle for fame, and that many experiences were only worth having if someone else envied them.

Most people live in urban settings and interact with others over telecommunications networks, implying their well-being is closely tied to and influenced by others around them. In such large-scale, connected societies, it is usually easier to provide benefits to many people as a group than to individuals separately. Information is easily shared by many; applications for social interaction have little value if used only by a few; public transport shared by many is often more economical than individual vehicles. Yet such large-scale services at present are either provided by monopolistic corporations or by dysfunctional public authorities. Fear of the failures of these providers often leads us to wastefully retreat from public life behind the walls of our homes, our gated communities, our private servers, and our individual cars. As early as the 1950s, economist John Kenneth Galbraith called this the paradox of 'public poverty among 'private affluence': while children are "Admirably equipped with television sets," "schools were often severely overcrowded . . . and underprovided." He complained that a "family which takes its air-conditioned . . . automobile out for a tour passes through cities that are badly paved, made hideous by litter, blighted buildings and posts for wires that long since should have been put underground.

The services Henry and Sandra were so taken with were not evangelistic events; they were regular services designed for the praise of God and the strengthening of believers. There were Bible readings, songs, prayers, creeds and preaching-all the things that have always been part of church gatherings. Henry and Sandra were eavesdroppers, as it were. And this, I think, is part of the power of services like these. Visitors to church can easily feel threatened if they suspect the whole event is pitched at them. But when they feel the freedom simply to observe what Christians do-praying to the Lord, giving thanks to him, listening to his Word-visitors are often more at ease, less defensive and more open to the things they hear. They are more attentive to our “praises” of him who called us out of darkness into his marvellous light. I still think there is a place for the evangelistic church service and even for the so-called seeker service. I also think it is important to consider making small adjustments to our gatherings to make them more comprehensible to the uninitiated. However, I want to stress in the strongest terms that visitor-focused services are not an evangelistic necessity. Normal church meetings conducted exceptionally well will not only inspire the regulars; they will draw in visitors and, through the powerful vehicle of our corporate praise, promote the gospel to them. The burden is on us-whether we are laypeople or leaders-to do everything we can to enhance what goes on in our services and to invite our friends and family to eavesdrop on what we do.

The internet may be mankind’s greatest tool, but it’s also our most dangerous gateway to behavioral addiction. With cell phones being its most potent delivery vehicle. Now we have a wide variety of addictive products and activities that never existed before. Online pornography. Texting and emails. Virtual reality. Facebook, Instagram, and TikTok. Cable and internet news that never sleeps. Video games. Numerous streaming services with endless bingeable offerings. “And advertisements. Everywhere. Finely tuned to your exact interests. Chasing you wherever you roam.

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For early American blacks, bound in service to a land that claimed to be freedom-loving, public speaking was more than an important social instrument: it was a practical weapon against the power of slavery that sought to be all-controlling, a means to psychological and emotional survival, and a vehicle for maintaining personal dignity and self-respect. It was a means of resisting slavery’s intent to reduce its victims to the level of subhuman property taking value solely from a master’s appraisal

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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Depreciation is the method through which the price of an expensive asset, like a vehicle or piece of equipment, is written off over the course of its useful life rather than all at once in a single tax year. Businesses often use depreciation to get back some of the money they spend on more expensive long-term assets during the time they are useful. Here’s how to calculate depreciation: Depreciation = Initial Investment / Expected Service Life

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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.

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

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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,

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.

The ran all Space ports and serviced all Shuttles and other Space vehicles.

How Long Will It Take? You can’t blame people for wanting instant results. Time is money, and quickness, especially quick OODA loops, is good. But when it comes to adopting maneuver conflict / Boyd’s principles to your business, there is a lot to be learned and a lot to be done. Consider that: •   According to its principle creator, Taiichi Ohno, it took 28 years (1945-1973) to create and install the Toyota Production System, which is maneuver conflict applied to manufacturing. •   It takes roughly 15 years of experience—and recognition as a leader in one’s technical field—to qualify as a susha (development manager) for a new Toyota vehicle.150 •   Studies of people regarded as the top experts in a number of fields suggest that they practice about four hours a day, virtually every day, for 10 years before they achieve a recognized level of mastery.151 •   It takes a minimum of 8 years beyond a bachelor’s degree to train a surgeon (4 years medical school and 4 or more years of residency.) •   It takes four to six years on the average beyond a bachelor’s degree to complete a Ph.D. •   It takes three years or so to earn a black belt (first degree) in the martial arts and four to six years beyond that to earn third degree, assuming you are in good physical condition to begin with. •   It takes a bare minimum of five years military service to qualify for the Special Forces “Green Beret” (minimum rank of corporal / captain with airborne qualification, then a 1-2 year highly rigorous and selective training program.) •   It takes three years to achieve proficiency as a first level leader in an infantry unit—a squad leader.152 It is no less difficult to learn to fashion an elite, highly competitive company. Yet for some reason, otherwise intelligent people sometimes feel they should be able to attend a three-day seminar and return home experts in maneuver conflict as applied to business. An intensive orientation session may get you started, but successful leaders study their art for years—Patton, Rommel, and Grant were all known for the intensity with which they studied military history and current campaigns. Then-LTC David Hackworth had commanded 10 other units before taking over the 4th Battalion, 39th Infantry in Vietnam in 1969, as he described in Steel My Soldiers’ Hearts. You may also recall the scene in We Were Soldiers where LTC Hal Moore unloaded armfuls of strategy and history books as he was moving into his quarters at Ft. Benning. At that point, he had been in the Army 20 years and had commanded at every level from platoon to battalion.

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SEPTEMBER 11 Fueling Relief When we finally got the clearance to drive through the checkpoints, two weeks after the World Trade Center attacks, the street was lined with New Yorkers—New Yorkers!—waving banners with simple messages. “We love you. You’re our heroes. God bless you. Thank you.” The workers were running on that support as their vehicles ran on fuel. They had so little good news in a day. They faced a mountainously depressing task of removing tons and tons of twisted steel, compacted dirt, smashed equipment, broken glass. But every time they drove past the barricades, they faced a line of fans cheering them on, like the tunnel of cheerleaders that football players run through, reminding them that an entire nation appreciated their service. In a Salvation Army van with lights flashing, we attracted some of the loudest cheers of all. Moises Serrano, the Salvation Army officer leading us, was Incident Director for the city. He had been on the job barely a month when the planes hit. He worked thirty-six straight hours and slept four, forty hours and slept six, forty more hours and slept six. Then he took a day off. His assistant had an emotional breakdown early on, in the same van I was riding in, and may never recover. Many of the Salvationists I met hailed from Florida, the hurricane crews who keep fully stocked canteens and trucks full of basic supplies. When the Manhattan buildings fell, they mobilized all those trucks and drove them to New York. The crew director told me, “To tell you the truth, I came up here expecting to deal with Yankees, if you know what I mean. Instead, it’s all smiles and thank yous.” I came to appreciate the cheerful toughness of the Salvation Army. These soldiers worked in the morgue and served on the front lines. Over the years, though, they had developed an inner strength based on discipline, on community, and above all on a clear vision of whom they were serving. The Salvation Army may have a hierarchy of command, but every soldier knows he or she is performing for an audience of One. As one told me, Salvationists serve in order to earn the ultimate accolade from God himself: “Well done, thy good and faithful servant.” Finding God in Unexpected Places

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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.

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

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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.

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.

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

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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.

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.

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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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As an instructor, my goal has always been to use Jiu Jitsu as a vehicle to help our students achieve their goals, whatever the case may be. I have yet to find a better vehicle for growth, and the moment I do I will certainly pursue it with the rivaled fervor that I approached Jiu Jitsu.

The logistics of getting them around were just completely insurmountable,” said Hanson-Press. “I was really stressed every single day about getting them around.” Cue HopSkipDrive, a Los Angeles start-up that has been described as ride-hailing for children. Founded by three Angelenos who are also moms, the service chauffeurs only children ages 7 to 17. In many ways, it's similar to transport network companies such as Uber, Lyft and SideCar (Uber requires customers to be over 18). Drivers are contractors who use their own vehicles to transport passengers. All drivers undergo third-party background checks and vehicle inspections. Parents can book rides for their kids through a mobile app and pay through a cashless transaction. But there are also significant differences. Unlike Uber, whose drivers simply need to have experience behind the wheel, HopSkipDrive drivers are required to have at least five years of experience caring for children (this can mean people who are themselves parents, nannies, teachers, camp counselors, etc.). And like Shuddle, a similar service that operates in the San Francisco Bay Area, all drivers are vetted in person. HopSkipDrive checks drivers' references and will even go for a ride with each driver it signs up. All rides are covered by insurance specific to transporting minors.

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.

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.

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.

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).