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Traffic: Why We Drive the Way We Do (and What It Says About Us)

Tom Vanderbilt

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Amazon Best of the Month, July 2008: How could no one have written this book before? These days we spend almost as much time driving as we do eating (in fact, we do a lot of our eating while driving), but I can't remember the last time I saw a book on all the time we spend stuck in our cars. It's a topic of nearly universal interest, though: everybody has a strategy for beating the traffic. Tom Vanderbilt's Traffic: Why We Drive the Way We Do (and What It Says About Us) has plenty of advice for those shortcut schemers (Vanderbilt may well convince you to become, as he has, a dreaded "Late Merger"), but more than that it's the sort of wide-ranging contrarian compendium that makes a familiar subject new. I'm not the first or last to call Traffic the Freakonomics of cars, but it's true that it fits right in with the school of smart and popular recent books by Leavitt, Gladwell, Surowiecki, Ariely, and others that use the latest in economic, sociological, psychological, and in this case civil engineering research to make us rethink a topic we live with every day. Want to know how much city traffic is just people looking for parking? (It's a lot.) Or why street signs don't work (but congestion pricing does), why new cars crash more than old cars, and why Saturdays now have the worst traffic of the week? Read Traffic, or better yet, listen to the audio book on your endless commute. --Tom Nissley

Questions for Tom Vanderbilt, author of Traffic

Q: Was this book really born on a New Jersey highway?
A: Yes, though it could have been any highway in the world, where countless drivers, driving on a crowded road that is about to lose a lane, have had to make a simple decision: When to merge. For my entire driving life, I had always merged "early," thinking it was the polite and efficient thing to do. I viewed those who kept driving to the merge point, to the front of line, as selfish jerks who were making life miserable for the rest of us. I began to wonder: Were they really making things worse? Was I making things worse? Could merging be made easier? Why were there late mergers and early mergers, and why did people get so worked up about the whole thing? In that everyday moment I seemed to sense a vast, largely under-explored wilderness before me: Traffic.

Q: Is it true that the most common cause of stress on the highway is merging? Why of the myriad things to cause stress on the road is this at the top?
A: Merging is the most stressful single activity we face in everyday driving, according to a survey by the Texas Transportation Institute. People who have done studies at highway construction work zones have also told me of extraordinarily bad behavior, triggered by this simple act of trying to get two lanes of traffic into one. Sometimes, it's simply the difficult mechanics of driving — trying to enter a stream of traffic flowing at a higher speed than you are, for example. Drivers, to quote a physicist who was actually talking about grains, are objects "who do not easily interact." But I also think there's something about the forward flow of traffic that makes us register progress only by our own unimpeded movement; as in life, we seem to register losses more powerfully than gains, and registering these losses boosts stress.

Q: You say that, "For most of us who are not brain surgeons, driving is probably the most complex everyday thing we do in our lives." How so?
A: Researchers have estimated there are anywhere from 1500 to 2500 discrete skills and activities we undertake while driving. Even the simplest thing — shifting gears — is a decision-making process consuming what is called "cognitive workload." We're operating heavy machinery at speeds beyond our long evolutionary history, absorbing (and discarding) huge amounts of information, and having to make snap decisions — often based on limited situational awareness, guesses about what others are going to do, or a hazy knowledge of the actual traffic law. It took years of research, for example, by some of the country's top robotics researchers, to create expensive, sophisticated self-driving "autonomous vehicles" that are basically mediocre beginning drivers that you'd never want to let loose in everyday traffic. When we forget that driving isn't necessarily as easy as it seems to be, we get into trouble.

Q: Drivers polled in America say the roads are getting less civil with each passing year. `Road Rage' is an ever more common term. What is to blame? Hummers? Or are we just getting ruder?
A: Every year, more people are driving more miles, so one reason for the sense that the roads are getting less civil is simply that there are many more chances for you to have an encounter with an aggressive or rude driver. It's tough to put numbers on it, but I happen to feel, like many people, that behavior has gotten qualitatively worse — surveys have suggested, for example, that using the turn signal is an increasingly optional activity. Leaving aside the issue that not signaling is illegal (because, let's face it, we're never going to be able ticket everyone who doesn't do it, nor do we probably want to), it's one of those small things, requiring little effort from the driver, that makes traffic flow more smoothly — I myself have honked countless times at "idiots" slowing for no apparent reason, only to seem them eventually make a turn. It's antisocial behavior, the equivalent of having the door held open for you and saying nothing in return. So why don't people signal? My immediate theory is that they're using a cell phone and are distracted or physically incapable of signaling. But a deeper reason, I suspect, may be seen in the surveys of psychologists who measure narcissism in American culture. They find, as time goes on, more people are willing to say things like "If I ruled the world, it would be a better place." Traffic is filled with people who think that roads belong only to them — it's "MySpace" — that being inside the car absolves them from any obligation to anyone else. People are glad to tell you that their child is a middle school honor student — as if anyone cared! — but they deem it less important to tell you what they're going to do in traffic.

Q: So much of what you uncover about life on the road seems counterintuitive. Like the fact that drivers drive closer to oncoming cars when there is a center line divider then when there is not; that most accidents happen close to home in familiar, not foreign, surroundings; that dangerous roads can be safer; safer cars can be more dangerous; that suburbs are often riskier than the inner city; the roundabout safer than the intersection. When it comes to traffic why are things so different from how we instinctively perceive them?
A: I think part of the reason is it's easy for us to confuse what feels dangerous or safe in the moment and what might be, in a larger sense, safe or dangerous. We have a windshield's eye view of driving that sometimes blinds us to larger realities or skews our perception. Roundabouts feel dangerous because of all the work one has to do, like looking for an opening, jockeying for positioning. But it's precisely because we have to do all that, and because of the way roundabouts are designed, that we have to slow down. By contrast, it feels quite "safe" to sail through a big intersection where the lights are telling you that you have the right to speed through. We can, in essence, put our brain on hold. But those same intersections contain so many more chances for what engineers call "conflict," and at much higher speeds, than roundabouts. So when what seems quite safe suddenly turns quite dangerous — will we be as well prepared? Similarly, we might be reassured that that yellow or white dividing line on a road is telling us where we should be, but how does that knowledge then change our behavior, to the point where may actually be driving closer — and faster — to the stream of oncoming traffic? Accidents are more likely to occur closer to home. Mostly this is because we do most driving closer to home, but studies do show that we pay less attention to signs and signals on local roads, because we "know" them, yet this knowledge actually give us a false sense of security.

Q: What were some of the things that most surprised you in researching this book?
A: Things that surprised me the most were those that challenged my own long-held beliefs as a driver, like that "late mergers" simply must be somehow worse for the traffic flow at work-zones, that roundabouts were dangerous places, that warning signs were there because they must be working, that car drivers were more of a contributing factor in truck-car crashes than truck drivers. It was also quite a revelation to learn about the many ways our eyes and our minds deceive us while driving, the ways we "look but don't see," the way we sometimes believe, to slightly change up the warning our mirrors gives us, that objects are further away than they actually are. Then there were the things I had never really thought about, but were surprising nonetheless — that drivers seem to pass closer to cyclists when those cyclists are wearing helmets, how the ways in which drivers honk at each other contain subtle indications of status and demographics, how much traffic on the streets is simply people looking for parking. I was also unpleasantly surprised to learn how far the U.S. had slipped in terms of traffic safety in the world, where it was once the leader.

Q: You write, "The truth is the road itself tells us far more than signs do." So do traffic signs work?
A: We've probably all had the somewhat absurd moment of driving in the country, past a big red barn, the pungent smell of cow manure on the breeze, and then seeing a yellow traffic sign with a cow on it. Does anyone need that sign to remind them that cows may be nearby? To quote Hans Monderman, the legendary Dutch traffic engineer who was opposed to excessive signing, "if you treat people like idiots, they'll act like idiots." Then again, perhaps someone did come blazing along and hit a crossing cow or a tractor, and in response engineers may have been forced to put up a sign. The question is: Would that person have done that regardless of the sign? The bulk of evidence is that people don't change their behavior in the presence of such signs. Children playing, School zone? People speed through those warnings, faster than they even thought, if you query them later. To take another example, the majority of people killed at railroad crossings in the U.S. are killed at crossings where the gates are down. If this is insufficient warning that they should not cross the tracks then is a sign warning that a train might be coming really going to change behavior? At what point do people need to rely on their own judgment? We as humans seem to act on the message that traffic signs give us in complex ways — studies have shown, for example, that people drive faster around curved roads that are marked with signs telling them the road is curved. We tend to behave more cautiously in the face of uncertainty.

Q: What is "psychological traffic calming"?
A: Traditional "traffic calming" relies on putting big, visually obvious obstructions in the road, like speed bumps, or the wider, flatter speed humps. Unfortunately, since the bulk of drivers, like tantrum-throwing toddlers, really don't like to be calmed, a lot of these don't work as well as hoped, or produce negative, unintended consequences, like the fact that people will raise their speed between the bumps to make up for the time lost slowing to traverse the bump. So-called "psychological traffic calming" basically tries to calm traffic without drivers even realizing they're being calmed. It does so through things like reducing the width of roads, using pavements of different colors or textures, even removing center-line dividers, which studies have shown is one way to get drivers to slow down. Even creating visual interest along the side of the road, a no-no in traditional traffic engineering because it's a "distraction," can be used to calm traffic — when something's worth seeing, after all, people slow down. The most radical approach is removing any signage at all, and forcing drivers to rely on their own wits, as well as the dynamics of human interaction, as has been seen in some interesting experiments in the Netherlands.

Q: You cite 20 miles per hour as the speed at which eye contact becomes impossible. How central to understanding traffic, and human communication generally, is this statistic?
A: Eye contact is a fundamental human signal — all kinds of studies have shown, for example, how people are more likely to cooperate with one another when they can make eye contact. When we don't have it, when we become anonymous, we not only lose some of that impulse towards cooperation, we seem to become susceptible to all kinds of behavior we might not otherwise engage in. In most driving situations, of course, we lose eye contact, and have to make do with our rather limited vocabulary of traffic signals. At much slower speeds, however, like those seen in the experimental roundabouts in the Netherlands were most signage has been stripped away, it is fascinating to see how intricately all the traffic can interweave — exactly because some of those human signals have been restored.

Q: We've all had the experience of the annoying passenger who can't stop critiquing our driving when we know are driving just perfectly. Then again, we've all been the back seat driver to people who think they are driving perfectly when we know for sure they are about to kill us. What accounts for the way drivers vs. passengers experience the same ride?
A: First of all, I should stress that passengers, even annoying back-seat drivers, are good for us: Statistics show that people are less likely to crash when they are accompanied in the car (except, interestingly, teen drivers). But there's several interesting things going on between drivers and passengers. For one, driving as an activity often lacks regular feedback — we're often not aware in the moment of how close to a crash we almost came, or our own culpability in that. Secondly, drivers tend to self-enhance. They all tend to think they are better than average, or at least average drivers — it's been called the "Lake Woebegone Effect." Passengers are not caught up in this dynamic — there's no such thing as a "better than average" passenger — nor do they feel themselves joined to the mechanics of the car, the way a driver does. Brain scans of people doing simulated driving have even revealed different results from people acting as simulated passengers. In the end, a back-seat driver, like it or not, is providing feedback, the same way someone can view footage of their golf swing to learn what they couldn't see in the moment.

Q: You talk about numerous experiments going on around the world to study traffic, what are some of the ones that you found most interesting?
A: One of the most fascinating things that is happening, thanks to technology like TiVo style cameras and feedback sensors, is that researchers are becoming increasingly able to study how drivers really behave on the road, learning curious details about, for example, how much time drivers spend looking in certain places — forward at the road, in the rear-view mirrors, away from traffic, at the radio, etc. With companies like DriveCam, this information is actually being used to coach drivers — beginners but also experienced drivers — based on the crashes they narrowly avoided. The work of Hans Monderman, who unfortunately died in January, in the Netherlands was also utterly fascinating. Faced with a visually unappealing, traffic clogged intersection in the heart of the Dutch city of Drachten, Monderman turned it into a roundabout, with fountains and plantings but no traffic lights and virtually no signage — the result, more than a year later, is the traffic moves more efficiently through the town, and there have been fewer crashes. It was also quite memorable to be in Los Angeles' "traffic bunker" on Oscar Night. They set up special traffic patterns so that the stars' limos can all get to the red carpet at roughly the same time. It was striking to see how one person, sitting alone at a computer screen, can orchestrate the whole city's flows, its competing patterns of desire.

Q: You have been all over the world studying traffic. So, where was it the worst and how does the city in which we live dictate our highway behavior?
A: It depends on how you define worst! I've been in nasty jams from Seoul to San Francisco. The places that felt the most chaotic were cities like Hanoi, which currently has the highest level of motorbikes per capita in the world, and where, in many parts of the city, the only way one can cross the street is by simply wading into the flow. New Delhi was also quite unnerving, not just for the hustle and bustle of so many modes of transportation on the road at once, but the chronic disobedience of traffic rules. In Beijing, where "driver" not that long ago was only the title of a job, driving was hectic but I found it quite difficult as well to be a pedestrian — drivers were always plunging into the crosswalks when I had the "walk" man, I was always having to climb bridges or submerge into tunnels to cross streets, and the city's "super-blocks" are sort of oppressive — I walk quickly but it took me nearly an hour to walk around the block on which my hotel was located.

I think traffic behavior is dictated by a complicated mix of cultural factors and the traffic engineering measures in place. In Copenhagen, home of the world's largest anarchist community, people on foot are astonishingly law-abiding in terms of not crossing against the light. In New York, an arguably more individualistic, ego-driven sort of place, you're viewed as a tourist if you don't jaywalk. But in London, for example, studies have shown that the number of pedestrians who violate red lights literally changes with each block; it's not that those people's culture changed from one block to the next, it was simply that some lights were too punishingly long to wait for.

Q: You seem to feel pretty strongly about what constitutes an "accident" on the road. While drugs and alcohol are called out as criminal, cell phone use, texting and general disregard for traffic laws are not. Do you think we are heading toward stricter laws on this front? Should we?
A: Since the car was invented, drivers have been reluctant to give up what they see as their "rights," even as these supposed rights keep changing. This is why, for example, cars are sold without "speed governors," a device that would greatly reduce, if not eliminate, the illegal — let's call it what it is — act of speeding, and certainly reduce fatalities and injuries. It took years for people to accept that drinking and then getting behind the wheel was not a good idea, and obviously many still do think it's acceptable. As the science emerges that cell phone conversations, not simply dialing, can seriously impair a driver's attention and reaction times, the very reasons we criminalize drunken driving, I'm not sure what the distinction is that should be made if a driver kills a pedestrian while drunk versus while on their cell phone, or for that matter who kills a pedestrian because they were driving 25 miles over the speed limit. Does one get years in jail and the other a slap on the wrist? Don't they both show an equal disregard for the law? People are leery of imposing stricter laws on negligent driving because it's always been viewed as a "folk crime," like fudging your taxes, sort of widespread and not as serious as others. People are reluctant to criminalize what they see as "normal" behavior. But how did it become normal behavior? When I got my driver's license, the cell phone hadn't been invented, and somehow as a society we managed to get along. The economy didn't collapse, and, if you believe surveys, people were no less happy then they are now. No one wants to get into an accident, they're certainly not premeditated, but were people doing everything they reasonably could to avoid an "accidental" crash when it later turns out they were talking on a cell phone while driving? It's something we're going to have wrestle with as a society as the science really begins to come in.

Q: What is "a forgiving road"?
A: This is a school of thought that says, drivers are only human, they're going to make mistakes, so let's build things so that if they do make a mistake, they won't be seriously injured or killed. Sounds good in theory, and in some places, it's good practice. If you're cruising along the highway at 75 mph and your tire blows out, wouldn't you want a guardrail to prevent you from crashing into a tree? The problem is: Where do you draw the line? The early traffic engineers thought the forgiving road was such a good idea they argued it should be extended to every road in the country. Even residential streets, they argued, shouldn't be lined with trees, and instead should have massive "clear zones" for people to skid off into without killing themselves. The problem, apart from the fact that forgiving roads don't really make for nice residential or city environments, is that the forgiving road principles, can, in effect, give permission to drivers to drive more recklessly, which is not good for other drivers, pedestrians, or cyclists — and often not good for them. Just as the only safe car is the one that never leaves the garage, the only truly safe road is the one that's never driven. Trying to make roads "too safe" for drivers leads to all sorts of unintended consequences.

Q: You write that "as the inner life of the driver begins to come into focus, it is becoming clear not only that distraction is the single biggest problem on the road, but that we have little concept of just how distracted we are." Can you explain?
A: To give you an idea, I took a test on a driving simulator. I was doing a kind of logic exercise via a hands-free phone while I drove on the highway. I smacked into the back of a truck. When I looked at the software that tracked my eye movements, they were locked onto the back of that truck. Did I realize how distracted I was? Not at all. Think of when you zone out as someone's talking to you. You're only made aware of it when they ask if you're listening to them. Or take the famous "gorilla video" experiment. You're trying to pay attention to people passing the basketball to each other. In the meantime, a guy in a gorilla suit strolls by. Most people don't see it. You're distracted from the gorilla by the act of counting passes, but you've no idea. This kind of thing, scarily, happens in driving all the time. There are times we know we're distracted in some way, like physically dialing a phone, but other times when we're not aware of the extent of our distraction because we think we're paying attention.

Q: You write about the cars and technologies of the future and as you put it, "It is probably no accident that whenever one hears of a "smart" technology, it refers to something that has been taken out of human control." Are we headed towards the driverless automobile?
A: We're definitely already in the era of "driver-assist" automobiles, with blind-spot warnings and adaptive cruise control and the like. As people who study automation have noted, these "semiautomated" processes come with very particular challenges — drivers may relax their vigilance, thinking everything is fine thanks to the car's technology, but something might happen that actually confounds the car's systems, and suddenly the driver is "out of the loop." This kind of thing has been seen in airline crashes. That said, were it to be fully achievable, full automated driving would have all kinds of benefits, from smoother traffic flow to a reduction in crashes. But that's a ways away — the legal issues, for one, are massive — but maybe by 2050, like in the film Minority Report, we'll all have little autonomous pods connected to a grid…

Q: If you had to choose from the vast array of prescriptions, what would be some of the top things you would recommend to make our roads safer and our traffic less maddening?
A: 1. Pay attention to the task at hand. You are operating heavy machinery, not driving a big phone booth or a make-up mirror. Every glance away from the road, every phone call, every fumbling for your last McNugget, not only disrupts traffic flow, it boosts the risk for a crash, which is itself one of the leading causes of congestion. Even though we often read about how much money we're losing because of traffic congestion, which people often site as reason to build more roads, it's been estimated that crashes cost us more in economic terms than congestion itself.
2. Remember the ants. Army ants are among the world's best commuters, for a single reason: They're all cooperating. They move in unison, they help each other out, the individual doesn't consider his own interests above that of the traffic stream. We all want to assert our individuality, or our sense of superiority on the road, but as everyone does that, it makes it worse for everyone else, and the whole system gets worse.
3. Keep in mind you're not as good a driver as you think you are. On the road, we're moving faster than our evolutionary history has prepared us. We cope pretty well regardless, but we're still susceptible to all kinds of flaws and distortions in our sensory and decision-making equipment. Just because your eyes are on the road and your hands upon the wheel doesn't mean you're actually prepared to deal with an emergency.
4. We can't build our way out of traffic, but we can think our way out. Building more roads when they're already under-funded doesn't seem workable, and given that most roads are only congested part of the time, it's not really the most efficient solution anyway, for loads of reasons. As a former Disney engineer told me when I asked why they didn't just build more rides instead of worrying about new ways to manage the long queues, "you don't build a church for Easter Sunday." But being able to clear a stalled car quickly because sensors detect the traffic flow has changed, knowing which routes are crowded in that moment, and possibly charging accordingly; or, perhaps, making traffic lights adapt to changing demand — or getting rid of traffic lights altogether — there's countless innovative solutions out there that are more sophisticated, and more sustainable,than simply laying more asphalt, and that don't necessarily involve not driving — though that of course is the ultimate traffic solution.

Q: Okay so the big question. We know you have learned a lot about traffic but what have you learned about we humans behind the wheels?
A: In a word, that we're …human! We make mistakes, we misjudge our abilities, we're not as aware of what's happening in traffic as we think we are, we act differently in different situations, we get angry over things that matter little in the long run, we're susceptible to distortions in our sense of time, we have trouble living beyond the moment, of seeing the big picture — oh, and also, that everyone has a different opinion on who the worst drivers are and where they live…"Los Angeles! L.A. drivers are the worst… No, Atlanta has terrible drivers… No way, Boston drivers are nuts…" Try this with your friends sometime.

The 4-Hour Workweek: Escape 9-5, Live Anywhere, and Join the New Rich

Timothy Ferriss

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What do you do? Tim Ferriss has trouble answering the question. Depending on when you ask this
controversial Princeton University guest lecturer, he might answer:

“I race motorcycles in Europe.”
“I ski in the Andes.”
“I scuba dive in Panama.”
“I dance tango in Buenos Aires.”

He has spent more than five years learning the secrets of the New Rich, a fast-growing subculture who has abandoned the “deferred-life plan” and instead mastered the new currencies—time and mobility—to create luxury lifestyles in the here and now.

Whether you are an overworked employee or an entrepreneur trapped in your own business, this book is the compass for a new and revolutionary world. Join Tim Ferriss as he teaches you:

• How to outsource your life to overseas virtual assistants for $5 per hour and do whatever you want
• How blue-chip escape artists travel the world without quitting their jobs
• How to eliminate 50% of your work in 48 hours using the principles of a forgotten Italian economist
• How to trade a long-haul career for short work bursts and freuent "mini-retirements"
• What the crucial difference is between absolute and relative income
• How to train your boss to value performance over presence, or kill your job (or company) if it’s beyond repair
• What automated cash-flow “muses” are and how to create one in 2 to 4 weeks
• How to cultivate selective ignorance—and create time—with a low-information diet
• What the management secrets of Remote Control CEOs are
• How to get free housing worldwide and airfare at 50–80% off
• How to fill the void and create a meaningful life after removing work and the office

You can have it all—really.

Loving Frank: A Novel

Nancy Horan

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Total reviews: 149 Average rating: 4.0 of 5

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Amazon Significant Seven, August 2007: It's a rare treasure to find a historically imagined novel that is at once fully versed in the facts and unafraid of weaving those truths into a story that dares to explore the unanswered questions. Frank Lloyd Wright and Mamah Cheney's love story is--as many early reviews of Loving Frank have noted--little-known and often dismissed as scandal. In Nancy Horan's skillful hands, however, what you get is two fully realized people, entirely, irrepressibly, in love. Together, Frank and Mamah are a wholly modern portrait, and while you can easily imagine them in the here and now, it's their presence in the world of early 20th century America that shades how authentic and, ultimately, tragic their story is. Mamah's bright, earnest spirit is particularly tender in the context of her time and place, which afforded her little opportunity to realize the intellectual life for which she yearned. Loving Frank is a remarkable literary achievement, tenderly acute and even-handed in even the most heartbreaking moments, and an auspicious debut from a writer to watch. --Anne Bartholomew

My Horizontal Life: A Collection of One-Night Stands

Chelsea Handler

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In this raucous collection of true-life stories, actress and comedian Chelsea Handler recounts her time spent in the social trenches with that wild, strange, irresistible, and often gratifying beast: the one-night stand.You've either done it or know someone who has: the one-night stand, the familiar outcome of a night spent at a bar, sometimes the sole payoff for your friend's irritating wedding, or the only relief from a disastrous vacation. Often embarrassing and uncomfortable, occasionally outlandish, but most times just a necessary and irresistible evil, the one-night stand is a social rite as old as sex itself and as common as a bar stool.Enter Chelsea Handler. Gorgeous, sharp, and anything but shy, Chelsea loves men and lots of them. My Horizontal Life chronicles her romp through the different bedrooms of a variety of suitors, a no-holds-barred account of what can happen between a man and a sometimes very intoxicated, outgoing woman during one night of passion. From her short fling with a Vegas stripper to her even shorter dalliance with a well-endowed little person, from her uncomfortable tryst with a cruise ship performer to her misguided rebound with a man who likes to play leather dress-up, Chelsea recalls the highs and lows of her one-night stands with hilarious honesty. Encouraged by her motley collection of friends (aka: her partners in crime) but challenged by her family members (who at times find themselves a surprise part of the encounter), Chelsea hits bottom and bounces back, unafraid to share the gritty details. My Horizontal Life is one guilty pleasure you won't be ashamed to talk about in the morning.

The South Beach Diet Supercharged: Faster Weight Loss and Better Health for Life

Arthur Agatston, Joseph Signorile

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Subjects -> Health, Mind & Body -> Diets & Weight Loss -> Diets -> Low Carb

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Total reviews: 57 Average rating: 4.5 of 5

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Book Description
Five years ago, with the publication of The South Beach Diet, renowned Miami cardiologist Dr. Arthur Agatston set out to change the way America eats. Now he has an even more ambitious goal: to change the way America lives by helping Americans become fitter as well as thinner and healthier…for life. In the all-new The South Beach Diet Supercharged, Dr. Agatston shows you how to rev up your metabolism and lose weight faster while following the proven healthy eating principles of the original diet: choose good carbs, good fats, lean protein, and low-fat dairy. Collaborating with Dr. Joseph Signorile, a professor of exercise physiology at the University of Miami, Dr. Agatston presents a cutting-edge, three-phase workout that perfectly complements the three phases of the diet itself. Based on the latest exercise science, this ease-into-it fitness program combines low- and high-intensity interval exercise (with a focus on walking) and functional core body-toning exercises. The result: you'll look fitter and you'll burn more fat and calories all day--even at rest. Also included is the latest nutritional research on how specific foods high in vitamins, minerals, fiber, and a host of phytonutrients help keep you healthy; new and expanded lists of Foods to Enjoy; taste-tempting Meal Plans for phases 1 and 2; and dozens of easy-to-prepare new recipes, including Eggs Frijoles, Chock-Full-of-Veggies Chili, Roasted Tomato Soup, Homestyle Turkey Meatloaf, and South Beach Diet Tiramisu. In every chapter you'll find inspiring success stories from real-life South Beach dieters and plenty of effective weight loss tips. And as an added bonus, Dr. Agatston answers the questions you've most often asked him about the diet since the original book was published.

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Before and After The South Beach Diet Supercharged

After 6 weeks, Allison Brady, age 37, lost 12 pounds and 12 1/4 inches--6 inches in her belly alone! Allison also reduced her blood cholesterol levels by 45 points.
(Photos by Jeffrey Salter for Redux)

Before

After

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Dr. Agatston Answers Frequently Asked Questions about South Beach Dieting

I'm doing so well on Phase 1. Why can't I stay on it indefinitely?

There are two types of people on the South Beach Diet: those who cannot wait to start Phase 2 and those who never want to see Phase 1 end.

Why are some people so enamored with Phase 1? The reason is that it's simple and to the point. You don't have to do a lot of thinking about food choices. You're basically eating lean protein, high-fiber legumes, low-fat dairy, good fats (including some nuts), and plenty of vegetables. Those highly processed refined carbs that were your downfall are out of sight and, within a few days, out of mind (at least for most people). You're encouraged to eat until you're full and snack before you get hungry. And every time you step on the scale, you get a big grin on your face because those unwanted pounds and fat are just melting away. So it's not surprising to me that Phase 1 fans often ask, "If I'm doing so well on Phase 1, why do I have to move on to Phase 2?" Phase 1 is not meant to be a long-term eating plan. Its dual goals are to jump-start weight loss for people who have 10 or more pounds to lose (thus providing immediate positive reinforcement) and to control swings in blood sugar and eliminate cravings for sugar and refined starches. Phase 1 can also have a positive effect on sugar in people with pre-diabetes. In just 2 weeks, you should have achieved these two goals and be ready to move on.

Once your sugar and cravings are under control, there's a key reason to go on to Phase 2: we don't want you to miss out on the myriad vitamins, minerals, and other nutrients that come from reintroducing whole fruits and whole grains to your diet, not to mention the added fiber. These foods contain thousands of phytochemicals that protect your body against a host of diseases, including heart disease and cancer. If you were to continue indefinitely on Phase 1 and deny yourself these foods, you would not be learning how to make good food choices in the real world. More importantly, you'd be missing out on some of the best medicine nature has to offer.

In addition, if you were to continue with the smaller palette of foods recommended on Phase 1, your diet would get dull over the long haul. And once you're bored, you're much more likely to revert to your old eating habits. For the diet to truly become a lifestyle--one that allows you to sustain weight loss and garner all the related health benefits--there has to be variety and satisfaction in your eating plan. That's another reason why we move you on to Phase 2 so quickly.

Remember, it may take you longer to lose weight by following the three phases of our diet. But the chances of keeping that weight off are far better.

Can I still eat as much protein now that I'm eating more carbohydrates on Phase 2?

As you know, on the South Beach Diet, we don't expect you to count grams of protein or weigh your food on any phase. Now that you're gradually adding satisfying high-fiber whole grains and fruits to your diet on Phase 2, you'll naturally be less hungry, and the amount of lean protein you require to feel full will no doubt be less than you were eating on Phase 1. That said, I encourage you to eat some protein--fish or shellfish, lean beef or pork, white meat chicken or turkey, or soy protein, for example--along with these good carbs at most meals.

Protein helps slow down the digestion of carbohydrates, which means that your body will make less insulin, your sugar swings will be reduced, and you won't crave more food in between meals. I also urge you to eat slowly, savor your food, and really enjoy the variety of foods you'll introduce on Phase 2. If you do this, your focus will no longer be on how much protein you can have because you'll never be hungry. Another tip: Once you're satisfied, push your chair away from the table. It's fine to leave some food on your plate at the end of a meal.

Can I really eat anything I want on Phase 3?

If you're talking about dessert as an occasional treat, of course. On Phase 3, we don't regulate what you can eat. Yes, you can finally have that small bowl of ice cream or a small piece of chocolate cake or the white bagel that you couldn't have before. But you shouldn't do it too often, and you should continue to watch amounts on desserts. Phase 3 isn't about abandoning the good principles of the diet and suddenly resuming your old eating habits. It's about continuing to make smart, healthy food choices--for life. If you follow the principles of the diet most of the time, we expect you to enjoy anything you want now and then.

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Six Ways to Succeed on South Beach

The South Beach Diet

The South Beach Diet Cookbook

The South Beach Diet Supercharged Workout DVD

The South Beach Diet Quick & Easy Cookbook

The South Beach Diet Taste of Summer Cookbook

The South Beach Diet Heart Program

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Moscow Rules

Daniel Silva

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Customer Reviews:
Total reviews: 63 Average rating: 4.5 of 5

Editorial Review:

The extraordinary new Gabriel Allon novel from the “gold standard” (The Dallas Morning News) of thriller writers.

Over the course of ten previous novels, Daniel Silva has established himself as one of the world’s finest writers of international intrigue and espionage— “a worthy successor to such legends as Frederick Forsyth and John le Carré” (Chicago Sun-Times)—and Gabriel Allon as “one of the most intriguing heroes of any thriller series” (The Philadelphia Inquirer).

Now the death of a journalist leads Allon to Russia, where he finds that, in terms of spycraft, even he has something to learn. He’s playing by Moscow rules now.

This is not the grim, gray Moscow of Soviet times but a new Moscow, awash in oil wealth and choked with bulletproof Bentleys. A Moscow where power resides once more behind the walls of the Kremlin and where critics of the ruling class are ruthlessly silenced. A Moscow where a new generation of Stalinists is plotting to reclaim an empire lost and to challenge the global dominance of its old enemy, the United States.

One such man is Ivan Kharkov, a former KGB colonel who built a global investment empire on the rubble of the Soviet Union. Hidden within that empire, however, is a more lucrative and deadly business: Kharkov is an arms dealer—and he is about to deliver Russia’s most sophisticated weapons to al- Qaeda. Unless Allon can learn the time and place of the delivery, the world will see the deadliest terror attacks since 9/11—and the clock is ticking fast.

Filled with rich prose and breathtaking turns of plot, Moscow Rules is at once superior entertainment and a searing cautionary tale about the new threats rising to the East—and Silva’s finest novel yet.

The Host: A Novel

Stephenie Meyer

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Total reviews: 544 Average rating: 4.5 of 5

Interesting idea. Terrible execution 2 out of 5 stars.
2 of 3 people found this review helpful.

Ms. Meyer has an interesting concept here, one that could have allowed her to examine the very nature of being human, of love, and of the relationship between mind and body (as Kazuo Ishiguro did so brilliantly in "Never let me go."). Unfortunately, she does not possess the writing ability to pull that off. Her narrative is sprawled and often meanders for pages on end for no apparent reason. The novel (at 600 pages) could have been 300 pages shorter. Worst of all, is Ms. Meyer's limited vocabulary and expression. Reading the book, I kept thinking of a drinking game where one would have to drink every time a character "hissed," "shuddered," "trembled," or somebody's stomach "growled." I think that you'd get drunk by page 5. The plot never quite arcs and the conclusion is too sweet for its own good. This could have been an amazing novel. In the end, it was simply a mediocre attempt at writing.

Editorial Review:

Amazon Best of the Month, May 2008: Stephenie Meyer, creator of the phenomenal teen-vamp Twilight series, takes paranormal romance into alien territory in her first adult novel. Those wary of sci-fi or teen angst will be pleasantly surprised by this mature and imaginative thriller, propelled by equal parts action and emotion. A species of altruistic parasites has peacefully assumed control of the minds and bodies of most humans, but feisty Melanie Stryder won't surrender her mind to the alien soul called Wanderer. Overwhelmed by Melanie's memories of fellow resistor Jared, Wanderer yields to her body's longing and sets off into the desert to find him. Likely the first love triangle involving just two bodies, it's unabashedly romantic, and the characters (human and alien) genuinely endearing. Readers intrigued by this familiar-yet-alien world will gleefully note that the story's end leaves the door open for a sequel--or another series. --Mari Malcolm

The 7 Habits of Highly Effective People

Stephen R. Covey

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Total reviews: 797 Average rating: 4.5 of 5

Editorial Review:

The 7 Habits of Highly Effective People: Powerful Lessons in Personal Change was a groundbreaker when it was first published in 1990, and it continues to be a business bestseller with more than 10 million copies sold. Stephen Covey, an internationally respected leadership authority, realizes that true success encompasses a balance of personal and professional effectiveness, so this book is a manual for performing better in both arenas. His anecdotes are as frequently from family situations as from business challenges.

Before you can adopt the seven habits, you'll need to accomplish what Covey calls a "paradigm shift"--a change in perception and interpretation of how the world works. Covey takes you through this change, which affects how you perceive and act regarding productivity, time management, positive thinking, developing your "proactive muscles" (acting with initiative rather than reacting), and much more.

This isn't a quick-tips-start-tomorrow kind of book. The concepts are sometimes intricate, and you'll want to study this book, not skim it. When you finish, you'll probably have Post-it notes or hand-written annotations in every chapter, and you'll feel like you've taken a powerful seminar by Covey. --Joan Price

You: Staying Young: The Owner's Manual for Extending Your Warranty (You)

Michael F. Roizen, Mehmet C. Oz

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Total reviews: 191 Average rating: 4.0 of 5

Editorial Review:

The body is the most fascinating machine ever created, and nobody talks about it in ways that are as illuminating and compelling as Dr. Michael Roizen and Dr. Mehmet Oz. Most people think of the aging of our bodies the same way we think of the aging of our cars: the older we get, the more inevitable it is that we're going to break down. Most of us believe that at age 40 or so, we begin the slow and steady decline of our minds, our eyes, our ears, our joints, our arteries, our libido, and every other system that affects the quality of life (and how long we live it). But according to Dr. Roizen and Dr. Oz, that's a mistake.

Aging isn't a decline in our systems. It's actually very purposeful. The very systems and biological processes that age us are designed to help us when we're a little bit younger. So what's our role as part of the aging population? To learn how those systems work so we can reprogram them to work the way they did when we were younger. Your goal should be: die young at any age. That means you live a high quality of life (with everything from working joints to working genitals) until the day you die.

At the core of this landmark book are the Major Agers--14 biological processes that control your rate of aging. Some you've heard of, some you haven't, and some you never knew contributed to the aging process. Some speed decline, others inhibit your repair mechanisms. These Major Agers are everything from short telomeres and inefficient mitochondria to stem cells and wacky hormones. The doctors explain the principles of longevity and many of the causes of aging and how to fight the effects. The climax of the book is a 14-day plan to help you along your path to staying young. The doctors want you to be able to integrate important processes into your daily life in order to make staying young routine, but first you'll need to measure your real age and health right now. Staying young encompasses your emotions and mental health as well as your exercise habits, eating habits, personal hygiene, and genes, among other things.

Wouldn't you like to know how to prevent your body from aging badly? The original YOU book showed how bodies work in general, and YOU: On a Diet explained how bodies lose weight and stay fit. Now in YOU: Staying Young, Drs. Michael Roizen and Mehmet Oz illuminate the mysterious mechanisms with a lively metaphor -- the modern city. What differentiates a vibrant and thriving city that ages gracefully from one that is worn down and rusted out? Despite genetic differences, which are like the geography upon which the city is built, cities age differently because of the way residents treat their education system (stem cells), power plants (mitochondria), electrical grids (brains), transportation routes (blood vessels), and landfills (fat). You -- as mayor, resident, and street cleaner -- have the power to balance your biological budget to ensure a life that's both long and strong. Thankfully, just as cities can invest in renewal and improving their repair processes, so can you.

YOU: Staying Young is filled with signature YOU Tools, including YOU Tests, YOU Tips, and visual and verbal metaphors to bring the science to life.

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A Letter from Michael Roizen and Mehmet Oz

Dear Amazon Shoppers:

Our books, YOU: The Owner's Manual and YOU: On a Diet, have become #1 Amazon and New York Times bestsellers, and we thank you. Many people have asked us questions about aging. We want you to know that the science in the last very few years has challenged the very perceptions of aging.

Most of us tend to have the same view of the way people age: As we grow older, we start losing things. We lose some hair, lose our minds, lose our balance, lose our eyesight, lose a little of this and a lot of that until we eventually wither away into a hunched-over senior who takes 3-inch steps and eats dinner at 4:00 pm. But to think that a life of frailty is an inevitable outcome of aging is a mistake. And the fact that we don't take control of it is because we have excuses. We live in a society where making excuses is as easy as making a sandwich. Nowhere is that more apparent than when it comes to your own health. The reason why we are frazzled with stress? Blame the boss. The reason why we are sick? Blame the sniffling kids. The reason why our society's waistbands are stretching and snapping at alarming rates? Blame Auntie's alfredo sauce. The top health excuse, however, revolves around the biggest four-letter word of them all, the GENE. We blame our genes for just about everything--for baldness, for fatness, for illness and for every other health-related problem we can think of. In our minds, that means that our mom, pop, and the rest of the family tree are all on the hook for the ultimate health question of them all--how long and how well we will live?

But that is exactly where more of us have it wrong. While we are certainly born with genes that help determine everything from our height to our risk of heart disease, we are making a monumental mistake by assuming that we can't control our genes--especially when it comes to aging.

Perhaps the best way to explain the dynamics of aging is to take a look at another complex system that is subjected to the same forces as your body: a city. Some cities remain beautiful and elegant in their old age, while younger ones may look worn down and beat-up. Now, every city has its own genetic code, just as you do. For a city, genes are geography; whether it's built on a river or whether it's located in a hot or cold climate, or whether it lies directly in a prevalent hurricane path. A city's geography can't change. But the city can adapt to the environment with earthquake-proof construction, with underground tunnels for walking in wintertime, or with strong levies. The adaptation the city makes to survive and to thrive is what is crucial to its vitality.

The same goes for you.

Just because you have been dealt a genetic hand that predisposes you to heart disease or diabetes or the wearing of pants as large as a parachute doesn't mean you can't mitigate the effects of those genes. One of the major things we will teach you is that while you can't change your genes, you can change whether they are turned on or off or how you express them. Just like a city, you can compensate elegantly if you understand your options.

For the first time in history, the medical world has uncovered many of the miraculous biologic processes that control how and why we age. Truth is, much of aging is actually in our control; with the power to nudge our biologic systems so that our unwanted genes can work in our favor--as long as you know what to do and how you are doing it. In YOU: Staying Young, we translate the latest science (much of which wasn't available even three years ago) to help slow your rate of aging. You will learn 14 Major Agers, and dozens of action steps so that you can take control of those agers and your aging processes.

We hope you enjoy the cartoons, analogies, and jokes. But ultimately we hope you soak in the message: Your health is largely in your control. We dedicate the book to all who desire longer life so they can serve more.

Thanks very much,

Mike and Mehmet

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A Look Inside You: Staying Young

Take a look inside You: Staying Young with these three excerpted charts, full of crucial, easy-to-digest information that you can start using today:

• Fuel Your Fighters: One of the best ways to pump up your immune system is by eating the foods and getting the nutrients that have been shown to improve your natural defenses.
• Your Vital Supplements: The doctors' recommendations of pills and supplements that will make your body and mind stronger, healthier, and younger. It's best to get them from your diet, so consider these an insurance policy for an imperfect diet.
• Move Your Body: Most of your body parts become stronger when you use them. Take a glimpse at what you can and should do to make sure you're doing enough to prime your pumps.

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Questions for the Doctors

Q: What is the single most important thing someone can do to combat aging?

A: To understand that you get to control your rate of aging if you want to. It isn't that hard and doesn't take that long. In fact, even if you have had burgers for breakfast or fried your brain cells with stress by noon, you're not necessarily destined to wear husky pants, forget birthdays, and spiral into a state of complete upheaval. That's right: You get a do-over in life if you want it. Repeat after us: not hard, not long.

Q: Is there one food, vitamin, mineral, exercise, or lifestyle change that does more to combat aging than any other?

A: Our top choices in terms of ease and impact:

• Walk 30 minutes a day and call someone after you do it. No excuses, walk every day. If you do it, you'll have the courage, health, and attitude to adopt other changes too.
• Take 2 grams of omega-3 fats every day in form of either walnuts, fish oil, or DHA supplements.

Q: What is one of the most surprising contributors to aging that we can easily remove from our lifestyles?

A: Inflammation of our teeth. Remove it with daily flossing and brushing and seeing a dental professional regularly. You won't just save your teeth; you'll also go a long way in saving your heart and arteries. Another? Our lack of turmeric--curry and mustard (mustard on stadium hot dogs does not qualify). Both of those ingredients make your memory better.

Q: What are some of the immediate benefits you will notice from following the tips in the book?

A: You will feel younger. You might get hit upon by strangers or be mistaken for someone 20 years younger. In addition to the waist size you'll lose, your new attitude and vitality for life may give your reading choice away.

Q: How early should most people start to focus on slowing the aging process?

A: The aging process starts in your teens or even before, but any time you start is better than later. (Repeat: not hard, not long.) Your cells basically have a memory of three years. So by changing your habits now, within three years, it's as if you have done your healthy habit all your life.

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Getting to Know YOU

YOU: Staying Young [Audio CD]

YOU: Staying Young Workout DVD

YOU: On a Diet

YOU: The Smart Patient

YOU: The Owner's Manual

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Six Disciplines® Execution Revolution: Solving the One Business Problem That Makes Solving All Other Problems Easier

Gary Harpst

Amazon Price: $10.15 List Price: $12.95 Usually ships in 24 hours By: Six Disciplines Publishing Amazon Marketplace: 23 new & used starting at $7.88

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Total reviews: 8 Average rating: 5.0 of 5

Editorial Review:

With all of the pressures successful business leaders have today, none is more urgent or challenging than learning the ability to execute strategy.

While larger businesses have the luxury of budgets and resources to meet this challenge, it's the small and midsized businesses that now have a tremendous opportunity to level the playing field, leapfrog the expensive, outdated approaches of the past, and attack the challenge of execution in a revolutionary way. The key insights are:

• Excellence is the enduring pursuit of balanced strategy and execution
• Planning and executing, while at the same time dealing with the inevitable surprises, is the biggest challenge in business
• Overcoming this challenge is what we mean by solving the one problem that makes all others easier
• Failing to solve the problem destines your organization to a reactive, fire-fighting future.

Based on breakthrough research, field testing and proven best-practices, the thought-leading vision described by Gary Harpst in Six Disciplines® Execution Revolution sets a new course for how small and midsized businesses can finally confront the never-ending challenge of executing strategy.

As a follow-up to the success of Six Disciplines for Excellence, Harpst's new book, Six Disciplines® Execution Revolution, details the elements of a complete strategy execution program, clarifies how it could only have happened now, and explains why such a program will soon become a mainstream requirement for your business.