. . Both melancholy and gay and worldly, I think of it now as among the best books on Venice; indeed as the best modern book about a city that I have ever read.' Geoffrey Grigson'One of the most diverse and diverting books ever written about Venice . . . A taut and personal report, wholly absorbing, quickened by vivid prose and astringent humour.' Sunday Times'For those of whom Venice is a memory, a treat in store, or even a dream, the broad canvas of this book covering a thousand years in the life of one of the most complex, original, and active communities the world has ever seen, is a work of lasting interest.' Guardian

    He investigates how stories influence perception and construct truths, the cultural roots of the notion of evil and reveals the need for mythology through a telling of various Indian and Western myths. In doing so, he shows how myths reflect the culture they emerge from while simultaneously reinforcing the source.Culture is a groundbreaking work that contextualizes mythology and proposes that myths are alive, dynamic, shaped by perception and the times one lives in.

    In this book, you'll find Elon's incredible story alongside quotes with relevant context and insight into his philosophy on life. Elon Musk is a modern-day fusion of Henry Ford and Isaac Asimov. One of the most successful and renowned entrepreneurs in the world, he’s an unstoppable force in multiple industries. If Musk glances at your business, your product, or your engineers, watch out… he’s about to ruin your day. SpaceX "There is nothing inherently expensive about rockets. It's just that those who have built and operated them in the past have done so with horrendously poor efficiency." - Elon Musk "We are used to things improving every year; we are used to having a better cell phone next year than this year; a better lap top. We are even used to some basic things, like we expect more from your car in next year’s model than last year’s model. But this is not the case in space; reliability and cost - those are the fundamental parameters of transportation - have not improved... We got to the moon, but have never done anything better since. I'm disappointed that we have not made more progress since Apollo. I don't even see a plan that says we're going to do better than Apollo to exceed that goal." - Elon Musk "If we can be one of the companies that makes it possible for humans to become a multi-planetary species, that would be the Holy Grail. It sounds a bit crazy but it's going to happen, and only if people build the means to do so. We're making progress toward a greater philosophical goal while building a sound business." - Elon Musk Tesla Motors "The reason for me to do it is not because I saw a huge market opportunity. It was clear that we were not going to see electric cars from major car manufacturers. The industry was operating under two false premises. One, that you could not create a compelling electric car. And two, that no one would buy it. Now that we’ve become profitable, we expect that other manufacturers will get into the electric car market... [but] the response thus far has been slower than I’d like." - Elon Musk “I don’t like patents, personally. When I was first starting out developing technology, I got lots of patents, and thought this was a good thing, and then I sort of discovered that a patent was really like buying a lottery ticket to a lawsuit. I was like, I’d rather not buy those tickets. You look at sort of the battle between Apple & Samsung, who is really winning there? The lawyers are winning certainly, but neither of those two companies. And, in the case of Tesla, I thought, ‘Well, would Tesla ever sue some other car company if they were using our patents, to try to make them stop making electric cars?’ We would never do such a thing, so why pretend that we would.” - Elon Musk Note from the Author: If you enjoyed reading this book, please consider leaving a review!

     Essential oils hold great wellness benefits.Kathy Heshelow makes it easy for beginners or dabblers in aromatherapy to walk away with a good understanding of how to USE THIS FOR THAT. You'll get great info, recipes, applications and tips to keep you and your family well.

     But Drake’s exploits in his earlier years, though less well known, are even more remarkable. Born into a poor, obscure family, he worked his way rapidly up in the maritime world to his first captaincy. Before long, he was the most successful of all English pirates, admired by his countrymen, hated and feared by the Spanish. Queen Elizabeth and her ministers saw the potential in this rough-mannered but enterprising young man, and gave him their blessing for the first British venture into the Pacific Ocean. This success of this voyage, which lasted for three years, exceeded their wildest hopes. Not only did Drake come home with a vast treasure of captured gold, silver and jewels; he became the first man ever to circumnavigate the globe in a single mission, and bring most of his crew home alive and well. Soon after his triumphant return, Elizabeth knighted this newly rich adventurer, and gave her blessing to his acts of pillage. It was a gesture that made war with Spain inevitable. And Drake’s part in the coming war changed the course of world history. SIR FRANCIS DRAKE: THE QUEEN’S PIRATE tells the extraordinary story of Drake’s early years and his journey around the world on his famous ship, the Golden Hind.

    Award-winning author and essayist China Miéville cuts through the hyperbole of our politicians to present a view from ordinary London – of the inequality, oppression and indignity and the hidden, subversive sentiment pervading throughout our streets.

    . . It takes a skillful journalist to weave data and anecdotes together so effectively." —Carolyn Kellogg, Los Angeles TimesAn award-winning journalist investigates Amazon’s impact on the wealth and poverty of towns and cities across the United States.In 1937, the famed writer and activist Upton Sinclair published a novel bearing the subtitle A Story of Ford-America. He blasted the callousness of a company worth “a billion dollars” that underpaid its workers while forcing them to engage in repetitive and sometimes dangerous assembly line labor. Eighty-three years later, the market capitalization of Amazon.com has exceeded one trillion dollars, while the value of the Ford Motor Company hovers around thirty billion. We have, it seems, entered the age of one-click America—and as the coronavirus makes Americans more dependent on online shopping, its sway will only intensify.Alec MacGillis’s Fulfillment is not another inside account or exposé of our most conspicuously dominant company. Rather, it is a literary investigation of the America that falls within that company’s growing shadow. As MacGillis shows, Amazon’s sprawling network of delivery hubs, data centers, and corporate campuses epitomizes a land where winner and loser cities and regions are drifting steadily apart, the civic fabric is unraveling, and work has become increasingly rudimentary and isolated.Ranging across the country, MacGillis tells the stories of those who’ve thrived and struggled to thrive in this rapidly changing environment. In Seattle, high-paid workers in new office towers displace a historic black neighborhood. In suburban Virginia, homeowners try to protect their neighborhood from the environmental impact of a new data center. Meanwhile, in El Paso, small office supply firms seek to weather Amazon’s takeover of government procurement, and in Baltimore a warehouse supplants a fabled steel plant. Fulfillment also shows how Amazon has become a force in Washington, D.C., ushering readers through a revolving door for lobbyists and government contractors and into CEO Jeff Bezos’s lavish Kalorama mansion.With empathy and breadth, MacGillis demonstrates the hidden human costs of the other inequality—not the growing gap between rich and poor, but the gap between the country’s winning and losing regions. The result is an intimate account of contemporary capitalism: its drive to innovate, its dark, pitiless magic, its remaking of America with every click.

     The traditional writing workshop was established with white male writers in mind; what we call craft is informed by their cultural values. In this bold and original examination of elements of writing—including plot, character, conflict, structure, and believability—and aspects of workshop—including the silenced writer and the imagined reader—Matthew Salesses asks questions to invigorate these familiar concepts. He upends Western notions of how a story must progress. How can we rethink craft, and the teaching of it, to better reach writers with diverse backgrounds? How can we invite diverse storytelling traditions into literary spaces?Drawing from examples including One Thousand and One Nights, Curious George, Ursula K. Le Guin's A Wizard of Earthsea, and the Asian American classic No-No Boy, Salesses asks us to reimagine craft and the workshop. In the pages of exercises included here, teachers will find suggestions for building syllabi, grading, and introducing new methods to the classroom; students will find revision and editing guidance, as well as a new lens for reading their work. Salesses shows that we need to interrogate the lack of diversity at the core of published fiction: how we teach and write it. After all, as he reminds us, "When we write fiction, we write the world."

    Like other European cities, it was still emerging from its medieval past. But in a mere century Paris would be transformed into the modern and mythic city we know today.Though most people associate the signature characteristics of Paris with the public works of the nineteenth century, Joan DeJean demonstrates that the Parisian model for urban space was in fact invented two centuries earlier, when the first complete design for the French capital was drawn up and implemented. As a result, Paris saw many changes. It became the first city to tear down its fortifications, inviting people in rather than keeping them out. Parisian urban planning showcased new kinds of streets, including the original boulevard, as well as public parks and the earliest sidewalks and bridges without houses. Venues opened for urban entertainment of all kinds, from opera and ballet to a pastime invented in Paris, recreational shopping. Parisians enjoyed the earliest public transportation and street lighting, and Paris became Europe's first great walking city.A century of planned development made Paris both beautiful and exciting. It gave people reasons to be out in public as never before and as nowhere else. And it gave Paris its modern identity as a place that people dreamed of seeing. By 1700, Paris had become the capital that would revolutionize our conception of the city and of urban life.

    Created in 1811 by a three-man commission featuring headstrong Founding Father Gouverneur Morris, the plan called for a dozen parallel avenues crossing at right angles with many dozens of parallel streets in an unbroken grid. Hills and valleys, streams and ponds, forests and swamps were invisible to the grid; so too were country villages, roads, farms, and estates and generations of property lines. All would disappear as the crosshatch fabric of the grid overspread the island: a heavy greatcoat on the land, the dense undergarment of the future city.No other grid in Western civilization was so large and uniform as the one ordained in 1811. Not without reason. When the grid plan was announced, New York was just under two hundred years old, an overgrown town at the southern tip of Manhattan, a notorious jumble of streets laid at the whim of landowners. To bring order beyond the chaos-and good real estate to market-the street planning commission came up with a monolithic grid for the rest of the island. Mannahatta-the native "island of hills"-became a place of rectangles, in thousands of blocks on the flattened landscape, and many more thousands of right-angled buildings rising in vertical mimicry.The Manhattan grid has been called "a disaster" of urban planning and "the most courageous act of prediction in Western civilization." However one feels about it, the most famous urban design of a living city defines its daily life. This is its story.

    And all that remains is the faces and the names of the wives and the sons and the daughters.” – Gordon Lightfoot, “The Wreck of the Edmund Fitzgerald” The Great Lakes have claimed countless thousands of vessels over the course of history, but its biggest and most famous victim was the SS Edmund Fitzgerald, the largest ship of its day to sail the Great Lakes and still the largest to lie below Lake Superior’s murky depths. The giant ore freighter was intentionally built "within a foot of the maximum length allowed for passage through the soon-to-be completed Saint Lawrence Seaway.” but despite its commercial purpose, the Edmund Fitzgerald was also one of the most luxurious ships to ever set sail in the Great Lakes. One person who sailed aboard the ship recounted, “Stewards treated the guests to the entire VIP routine. The cuisine was reportedly excellent and snacks were always available in the lounge. A small but well stocked kitchenette provided the drinks. Once each trip, the captain held a candlelight dinner for the guests, complete with mess-jacketed stewards and special ‘clamdigger’ punch.” Indeed, when it was completed in 1957, the Edmund Fitzgerald was nearly 730 feet long and dubbed “Queen of the Lakes”, and it was so popular that people would wait along the shores to catch a glimpse of the famous boat. The ship had already earned various safety awards and never suffered a serious problem when it set sail from Superior, Wisconsin with over 26,000 tons of freight on November 9, 1975 and headed for a steel mill near Detroit. During that afternoon, however, the National Weather Service, which had earlier predicted that a storm would miss Lake Superior, revised its estimates and issued gale warnings. Over the course of the next 24 hours, the Fitzgerald and other ships in Lake Superior tried to weather the storm, but by the early evening hours of November 10, the Fitzgerald’s captain radioed other ships to report that the ship was having some problems and was taking on water. In the ship’s last radio contact, the captain reported that the ship and crew were “holding our own,” but just what happened next still remains a mystery to this day. Minutes after that last contact, the Edmund Fitzgerald stopped replying on the radio and no longer showed up on radar, indicating that it sank, but no distress signal was ever given, suggesting something catastrophic happened almost instantly. At the time the ship went down with all 29 of its crew, winds had reached about 60 miles per hour, waves were about 25 feet high, and rogue waves were measured at 35 feet. The wreck of the ship was found within days, and the fact that it was found in two large pieces suggest it broke apart on the surface of the lake, but it’s still unclear how that happened. Since her loss with all hands, people from all walks of life have weighed in on the ship’s fate, including official investigators, sailors, and meteorologists, but no one has yet to come to a clear conclusion about what exactly went wrong. Various theories have since been put forth, attributing the sinking to everything from rogue waves to the flooding of the cargo hold, but the loss made clear that more stringent regulations on shipping in the Great Lakes was necessary, and it was also a painful reminder of the dangers of maritime travel.

    In only a few decades, the capital grew from a compact Regency town into a sprawling metropolis of 6.5 million inhabitants, the largest city the world had ever seen. Technology--railways, street-lighting, and sewers--transformed both the city and the experience of city-living, as London expanded in every direction. Now Judith Flanders, one of Britain's foremost social historians, explores the world portrayed so vividly in Dickens' novels, showing life on the streets of London in colorful, fascinating detail. From the moment Charles Dickens, the century's best-loved English novelist and London's greatest observer, arrived in the city in 1822, he obsessively walked its streets, recording its pleasures, curiosities, and cruelties. Now, with him, Flanders leads us through the markets, transport systems, sewers, rivers, slums, alleys, cemeteries, gin palaces, chop-houses, and entertainment emporia of Dickens' London, to reveal the Victorian capital in all its variety, vibrancy, and squalor.

    Martin A propulsive and panoramic history of one of the most dramatic stories never told—the greatest railroad war of all time, fought by the daring leaders of the Santa Fe and the Rio Grande to seize, control, and create the American West.It is difficult to imagine now, but for all its gorgeous scenery, the American West might have been barren tundra as far as most Americans knew well into the 19th century. While the West was advertised as a paradise on earth to citizens in the East and Midwest, many believed the journey too hazardous to be worthwhile—until 1869, when the first transcontinental railroad changed the face of transportation. Railroad companies soon became the rulers of western expansion, choosing routes, creating brand-new railroad towns, and building up remote settlements like Santa Fe, Albuquerque, San Diego, and El Paso into proper cities. But thinning federal grants left the routes incomplete, an opportunity that two brash new railroad men, armed with private investments and determination to build an empire across the Southwest clear to the Pacific, soon seized, leading to the greatest railroad war in American history. In From the River to the Sea, bestselling author John Sedgwick recounts, in vivid and thrilling detail, the decade-long fight between General William J. Palmer, the Civil War hero leading the “little family” of his Rio Grande, and William Barstow Strong, the hard-nosed manager of the corporate-minded Santa Fe. What begins as an accidental rivalry when the two lines cross in Colorado soon evolves into an all-out battle as each man tries to outdo the other—claiming exclusive routes through mountains, narrow passes, and the richest silver mines in the world; enlisting private armies to protect their land and lawyers to find loopholes; dispatching spies to gain information; and even using the power of the press and incurring the wrath of the God-like Robber Baron Jay Gould—to emerge victorious. By the end of the century, one man will fade into anonymity and disgrace. The other will achieve unparalleled success—and in the process, transform a sleepy backwater of thirty thousand called “Los Angeles” into a booming metropolis that will forever change the United States. Filled with colorful characters and high drama, told at the speed of a locomotive, From the River to the Sea is an unforgettable piece of American history “that seems to demand a big-screen treatment” (The New Yorker).

    When evidence at the latest scene suggests that a massive predator may be the source of the carnage, a local crocodilian specialist is brought in as a consultant. Soon an effort is launched by the police and the coast guard to successfully locate and capture the ancient creature, which threatens the lives of everyone in the expedition, as well as the surrounding communities.

     America is an urban nation. More than two thirds of us live on the 3 percent of land that contains our cities. Yet cities get a bad rap: they're dirty, poor, unhealthy, crime ridden, expensive, environmentally unfriendly... Or are they? As Edward Glaeser proves in this myth-shattering book, cities are actually the healthiest, greenest, and richest (in cultural and economic terms) places to live. New Yorkers, for instance, live longer than other Americans; heart disease and cancer rates are lower in Gotham than in the nation as a whole. More than half of America's income is earned in twenty-two metropolitan areas. And city dwellers use, on average, 40 percent less energy than suburbanites. Glaeser travels through history and around the globe to reveal the hidden workings of cities and how they bring out the best in humankind. Even the worst cities-Kinshasa, Kolkata, Lagos- confer surprising benefits on the people who flock to them, including better health and more jobs than the rural areas that surround them. Glaeser visits Bangalore and Silicon Valley, whose strangely similar histories prove how essential education is to urban success and how new technology actually encourages people to gather together physically. He discovers why Detroit is dying while other old industrial cities-Chicago, Boston, New York-thrive. He investigates why a new house costs 350 percent more in Los Angeles than in Houston, even though building costs are only 25 percent higher in L.A. He pinpoints the single factor that most influences urban growth-January temperatures-and explains how certain chilly cities manage to defy that link. He explains how West Coast environmentalists have harmed the environment, and how struggling cities from Youngstown to New Orleans can "shrink to greatness." And he exposes the dangerous anti-urban political bias that is harming both cities and the entire country. Using intrepid reportage, keen analysis, and eloquent argument, Glaeser makes an impassioned case for the city's import and splendor. He reminds us forcefully why we should nurture our cities or suffer consequences that will hurt us all, no matter where we live.