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

Tom Vanderbilt

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Subjects -> Health, Mind & Body -> Psychology & Counseling -> Applied Psychology
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Total reviews: 57 Average rating: 4.0 of 5

Editorial Review:

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.

Build Your Own Electric Vehicle

Seth Leitman, Bob Brant

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Total reviews: 30 Average rating: 4.0 of 5

Editorial Review:

Go Green-Go Electric!. Faster, Cheaper, More Reliable . While Saving Energy and the Environment

. .

This new, updated edition of Build Your Own Electric Vehicle contains everything that made the first edition so popular while adding all the technological advances and new parts that are readily available on the market today. . .

Build Your Own Electric Vehicle gets on the expressway to a green, ecologically sound, cost-effective way that even can look cool, too! . .

This comprehensive how-to goes through the process of transforming an internal combustion engine vehicle to electric or even building an EV from scratch for as much or even cheaper than purchasing a traditional car. The book describes each component in detail---motor, battery, controller, charger, and chassis---and provides step-by-step instructions on how to put them all together. . .

Build Your Own Electric Vehicle, Second Edition, covers:

.
• EV vs. Combustible Engine Overview.
• Environmental and Energy Savings.
• EV Evolution since the First Electric Car .
• Current Purchase and Conversion Costs.
• Chassis and Design.
• Today's Best Motors .
• Battery Discharging/Charging Styles.
• Electrical Systems.
• Licensing and Insurance Issues.
• Driving.
• Maintenance .
• Related Clubs and Associations.
• Additional Resources

. . . . .

Zinn and the Art of Road Bike Maintenance (2nd Edition)

Lennard Zinn

Amazon Price: $16.47 List Price: $24.95 Usually ships in 24 hours By: Velo Press - Model: VP-ZR2 Amazon Marketplace: 47 new & used starting at $13.94

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Features:

• Paperback
• More than 300 illustrations

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Subjects -> Sports -> Individual Sports -> Cycling -> Bike Repair

Customer Reviews:
Total reviews: 33 Average rating: 4.5 of 5

Just ok. 3 out of 5 stars.
0 of 0 people found this review helpful.

Not enough detailed information. Needs more pictures, more examples. Otherwise the info is good and all aspects of what you need to know are covered. Just be prepared to be frustrated when you can't figure things out by the limited picture drawings. This book needs a serious overhaul.

Good Buy 5 out of 5 stars.
0 of 0 people found this review helpful.

This book offers a great deal of information to someone like me who is just now getting in to cycling and is not familiar with the terms and would just like to get a better sense of their bike. It lays out a very helpful maintenance guide that tells you the general amount of time needed between cleanings and replacements.

Generally Comprehensive & Detailed 5 out of 5 stars.
0 of 0 people found this review helpful.

I bought this book and Down's (more popular) book at the same time. Both books have good illustrations, but this book is by far the more detailed and helpful. Down's book is VERY basic and leaves out detail needed to really tune anything to any extent.

Having said that, this book does a decent job of showing how to tune a number of bike features, as well as doing routine maintanence/repairs. However, if you are a gear-head, you probably won't be happy with less than Barnett's painfully exhaustive 4 volume set--which is likely overly detailed for anyone short of a professional shop-set.

Though a complete novice can use this book, it seems geared more to people who have at least a common sense knowledge of bikes & tools when they are looking at them right in front of them. [Down's book spends time describing things that should be obvious at a gance, while leaving out detail you need to fix something.]

Definitely a recommended buy from me....very useful.

Editorial Review:

A senior technical writer for VeloNews and Inside Triathlon, Lennard Zinn shares his experience and insight. Each chapter is devoted to a specific part of the bicycle, maintenance and emergency on-the-road repairs.

Mickey Thompson: The Fast Life and Tragic Death of a Racing Legend

Erik Arneson

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Total reviews: 2 Average rating: 4.5 of 5

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When Mickey Thompson and his wife Trudy were assassinated in their driveway in the pre-dawn hours of March 16, 1988, the salacious details of the crime and the years of legal wrangling that followed made for hundreds of splashy headlines and sexy television soundbytes.

After all, the story had it all . . . unknown hooded gunmen riding into a gated Southern California community on bicycles, ambushing their victims and brutally ending their lives while neighbors ate breakfast and read the morning paper.

Leaving behind more than $70,000 in jewelry, the killing was an obvious “hit,” and those close to Mickey and Trudy immediately pointed to Mickey’s hot-headed former business partner Michael Goodwin as the mastermind behind the tragedy. Nearly 20 years later, Goodwin was found guilty by a Pasadena Superior Court jury in 2006 of two counts of first-degree murder. The actual gunmen were never identified or apprehended.

John Walsh and America’s Most Wanted did multiple episodes leading up to the conviction. Robert Stack featured the murders on Unsolved Mysteries. CBS’ 48 Hours Mystery got in the act. Everyone wanted a piece of the story.

A good story, however, has much more than a powerful ending.

Who was Mickey Thompson? What made him more than just another victim of violent crime in America? This is what Mickey Thompson: The Fast Life and Mysterious Death of a Racing Legend explores.

Mickey was one of the most influential figures in early American motorsports. While he did have loyal and longtime friends, Mickey always did things one way . . . his way. And he did it with speed . . . he did everything with speed.

From his 1950s adventures in the Carrera Panamericana, ending with five dead and dramatic pictures in Life Magazine in 1953, through making a one-way run of 406.60 miles per hour at the Bonneville Salt Flats in 1960 in his famed Challenger, through multiple trend-setting entries in the famed Indianapolis 500 and into the creation of some of the most popular off-road racing series and motor sportsstadium shows, Mickey’s life was full of “firsts.”

And in a world that seems to be moving faster than even Mickey Thompson could have imagined, the complete story of this true American legend is one worth slowing down for.

Understanding A3 Thinking: A Critical Component of Toyota's PDCA Management System

Durward K. Sobek II., Art Smalley

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Subjects -> Business & Investing -> Management & Leadership -> Quality Control

Customer Reviews:
Total reviews: 6 Average rating: 4.0 of 5

Editorial Review:

Notably flexible and brief, the A3 report has proven to be a key tool In Toyota’s successful move toward organizational efficiency, effectiveness, and improvement, especially within its engineering and R&D organizations. The power of the A3 report, however, derives not from the report itself, but rather from the development of the culture and mindset required for the implementation of the A3 system. In other words, A3 reports are not just an end product but are evidence of a powerful set of dynamics that is referred to as A3 Thinking.

In Understanding A3 Thinking, the authors first show that the A3 report is an effective tool when it is implemented in conjunction with a PDCA-based management philosophy. Toyota views A3 Reports as just one piece in their PDCA management approach. Second, the authors show that the process leading to the development and management of A3 reports is at least as important as the reports themselves, because of the deep learning and professional development that occurs in the process. And finally, the authors provide a number of examples as well as some very practical advice on how to write and review A3 reports.

Car Talk Field Guide to the North American Wacko

Tom Magliozzi

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Customer Reviews:
Total reviews: 1 Average rating: 5.0 of 5

Editorial Review:

A radio road trip across America featuring the wackiest calls from the nuttiest specimens ever to phone the show.

A high point of every Car Talk show is the call-in segment, when listeners phone in for advice and regale hosts Click and Clack with tales of their own automotive misadventures.

Like Dave from Bemidji, Minnesota, who drives his Chevy Cavalier home from Alaska when it already has 350,000 miles on the odometer. And Dinesh, who strolls across Death Valley. Rather than worry about buzzards, he's concerned about how his car will hold up in the heat. Christy wants to know if she fried her dad's Citation. Adrienne frets that a load of rocks might crush her Saab. Single guy John wonders if he should tidy up his car for a first date or reveal its trashy self. And when Ann's husband travels from Georgia to Florida to get his vasectomy reversed, Ann drives like a banshee to bring him back home. Ever since, their Caravan makes strange grinding noises.

It seems that lunatics aren't confined to Car Talk Plaza. They're everywhere, and they're dialing the phone. Four hilarious radio shows celebrate the land of the free, home of the wacko.

McQueen's Machines: The Cars and Bikes of a Hollywood Icon

Matt Stone

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Customer Reviews:
Total reviews: 15 Average rating: 4.5 of 5

Editorial Review:

He made movies best remembered for their wild car chases, mad motorcycle dashes, and hair-raising races, but no one forgets the man at the wheel--Steve McQueen, the King of Cool. No other Hollywood star has been so closely linked with cars and bikes. It is this connection that McQueens Machines explores, giving readers a close-up look at the cars and motorcycles McQueen drove in movies, those he owned, and others he raced.



From the 1968 Ford Mustang GT Fastback he drove in Bullitt (in the greatest car chase of all time) to his Rolls-Royce Silver Shadow in "The Thomas Crown Affair", from the Triumph motorcycle of "The Great Escape" to the Gulf-Porsche 917K he actually raced in "Le Mans", the cars and bikes that McQueen made famous in films make another appearance here.



The book also features the cars, motorcycles, and even airplanes that McQueen owned over the years, including two motorcycles that fetched record prices at a recent auction: a 1937 Crocker "Hemi-head" V-Twin and a 1920 Indian Powerplus Daytona. Among notable cars profiled in the book are a 1959 Porsche Speedster bought new by McQueen, a 1957 Jaguar XKSS, a 1963 Ferrari 250 Lusso, a 1953 Siata 208S, a 1965 Ferrari 275 NART Spyder, and a 1969 "Le Mans" Porsche 911S.



With a foreword by Steve's son, Chad McQueen, and a wealth of details about the stars amateur racing career, his movie stunt work, and his car and motorcycle collecting, McQueens Machines draws a fascinating picture of one outsized mans driving passion.

The Hemi in the Barn: More Great Stories of Automotive Archaeology

Tom Cotter

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Customer Reviews:
Total reviews: 10 Average rating: 4.5 of 5

Editorial Review:

Reviews:
“Tom Cotter's sequel to last year's best-selling The Cobra in the Barn relays one great tale after another, with players unearthing rare cars to die for. The treasures include an armored Mercedes-Benz Aktion P command car discovered in pieces in Russia, a desirable Dodge Daytona Hemi virtually abandoned behind bushes in a guy's yard, a bushel of Bugattis in a barn, the ‘Divorcee Cobra,’ and a GTO owned by a mobster. These are great stories about great cars.” - Edmunds.com

“The book is highly entertaining, often exciting and should hold universal appeal for all car enthusiasts.” - Hemmings Muscle Machines

About the book:
It's every car lovers fantasy: the perfectly preserved classic automobile discovered under a blanket in some great-grannys garage. And as Tom Cotter showed us in The Cobra in the Barn, it's a fantasy that can come true. Cotters' adventures in automotive archaeology continue in The Hemi in the Barn, with more than forty new stories of amazing finds and automotive resurrections. Avid collectors big and small recall the thrills of the hunt, the tips and hunches followed, clues pursued, the heart-stopping payoff. There's the forgotten Duesenberg--the only unrestored one around--that Jay Leno found in a Burbank garage. There's another 1931 model Dusenberg Leno found in a parking garage in New York City that was parked in 1933 and was never moved. There's a Plymouth Superbird found buried in a hedge out of sight in Alabama. There's the rescue of the first 1955 Corvette ever built. There's the find of legendary race builder Smokey Yunick's Boss 302 Trans-Am car. And there's the story of the original Cobra Daytona Coupe built by Peter Brock and sold to Phil Spectre--a story that somehow involves a chauffeur's daughter setting herself and her rabbits on fire. As entertaining as these tales are--and some are truly corkers--they're also full of tantalizing hints and suggestions for readers setting off on their own adventures in automotive archaeology.

Chapter 1: Exotic Destinations
Chapter 2: The Find Next Door
Chapter 3: Rare Finds
Chapter 4: Stranger Than Fiction
Chapter 5: The Luck of the Car Hunters
Chapter 6: Family Jewels
Chapter 7: Playboys, Princesses, and Spies
Appendix: Top 20 Barn-Finding Tips

Dream Cars Page-A-Day Calendar 2009 (Colour Page a Day Calendars)

Editors of Car and Driver

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Features:

• Size: 6.125x6.125x1.5
• Cars & Transportation

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Customer Reviews:
Total reviews: 1 Average rating: 5.0 of 5

The best calendar EVER 5 out of 5 stars.
0 of 0 people found this review helpful.

Sweet sweet product. Buy ten and give them to everone you know. I honestly don't know how i lived before this caledar was released. I am weeping with joy!

Editorial Review:

From the editors at Car and Driver magazine, this calendar gives car lovers a new ride to fantasize about every day, and includes weekend quizzes, lore, trivia, and more!

Speed Secrets: Professional Race Driving Techniques (Speed Secrets)

Ross Bentley

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Customer Reviews:
Total reviews: 31 Average rating: 5.0 of 5

very repetative, and not what I thought it would be. 3 out of 5 stars.
3 of 6 people found this review helpful.

Read the book over vacation, the info it gives you is great but a lot of it only works if you actually drive a Formula or Sport Racer Vehicle. Lots of info about tracks and courses, how to get the ideal line in an apex, and how to drive smoothly and fast gain control, then it repeats itself again, so this makes an illusion that there are a lot of secrets even though he is just repeating it using different verbiage. This is a great book for advanced racers that understand the concept and terminology of F1 type races and it helps you prepare for a F1 race too but for an average driver trying to learn the ropes this book might be to hard and doesn't help much with everyday driving since a lot of the techniques is for driving above 150mph and plus F1 has totally different suspension systems and steering systems then regular sport cars so if you try it it might feel weird. You learn the heal toe move which I have been trying to get for a while, very detailed and lots of graphs, data charts, and drawings. I personally had to skip some chapters because I was not interested tracks, officials, and what they do with the flags, and some more stuff because a lot of it does not apply to me as I do not own a formula car or race professionally in such a track they described, but I did read about perfect turning and control plus weight transfer and how to keep that center of gravity which helps me in the real world of driving on the streets. I feel that I am going a lot faster in my car by being able to turn safely yet not slowing my car down to much where it would take longer to accelerate plus I have been able to drive fast yet so smooth that my mom fell asleep the whole time as I drove her. So i was really happy with that info. I am a mechanic and I test race clients vehicles at the track, my average speed is 140mph so you know my point of view

Editorial Review:

Shave lap times or find a faster line through your favorite set of S-curves with professional race driver Ross Bentley as he shows you the quickest line from apex to apex! With tips and commentary from current race drivers, Bentley covers the vital techniques of speed, from visualizing lines to interpreting tire temps to put you in front of the pack. Includes discussion of practice techniques, chassis set-up, and working with your pit chief.