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In this thoroughly researched and documented book, the #1 New York Times bestselling co-author of Unfit for Command: Swift Boat Veterans Speak Out Against John Kerry explains why the extreme leftism of an Obama presidency would leave the United States weakened, diminished and divided, why Obama must be defeated—and how he can be.

THE OBAMA NATION Leftist Politics and the Cult of Personality

Barack Obama stepped onto the national political stage when the then-Illinois State senator addressed the 2004 Democratic National Convention. Soon after Obama was elected to the U.S. Senate, author Jerome Corsi began researching Obama's personal and political background.

Scrupulously sourced with more than 600 footnotes, THE OBAMA NATION is the result of that research. By tracing Obama's career and influences from his early years in Hawaii and Indonesia, the beginnings of his political career in Chicago, his voting record in the Illinois legislature, his religious training and his adoption of Christianity through to his recent involvement in Kenyan politics, his political advisors and fundraising associates and his meteoric campaign for president, Jerome Corsi shows that an Obama presidency would, in his words, be “a repeat of the failed extremist politics that have characterized and plagued Democratic Party politics since the late 1960s.”

In this stunning and comprehensive new book, the reader will learn about: -Obama's extensive connections with Islam and radical politics, from his father and step-father's Islamic backgrounds, to his Communist and socialist mentors in Hawaii and Chicago, to his long-term and close associations with former Weather Underground heroes William Ayers and Bernadette Dohrn—associations much closer than heretofore revealed by the press
-Barack and Michelle's 20-year-long religious affiliation with the black-liberation theology of former Trinity United Church of Christ Reverend Jeremiah Wright, whose sermons have always been steeped in a rage first expressed by Franz Fanon , Stokely Carmichael and Malcolm X, a rage that Corsi shows has deep meaning for Obama
-Obama's continuing connections with Kenya, the homeland of his father, through his support for the candidacy of Raila Odinga, the radical socialist presidential contender who came to power amid Islamist violence and church burnings
-Obama's involvement in the slum-landlord empire of the Chicago political fixer Tony Rezko, who helped to bankroll Obama's initial campaigns and to purchase of Barack and Michelle's dream-home property.
-the background and techniques of the Obama campaign's cult of personality, including the derivation of the words “hope” and change”
-Obama's far-left domestic policy, his controversial votes on abortion, his history of opposition to the Second Amendment, his determination to raise capital-gains taxes, his impractical plan to achieve universal health care, and his radical plan to tax Americans to fund a global-poverty-reduction program
-Obama's naïve, anti-war, anti-nuclear foreign-policy, predicated on the reduction of the military, the eradication of nuclear weapons and an overconfidence in the power of his personality, as if belief in change alone could somehow transform international politics, achieve nuclear-weapons disarmament and withdrawal from Iraq without adverse consequences, for us, for the Iraqis or for Israel.

Meticulously researched and documented, THE OBAMA NATION is the definitive source for information on why and how Barack Obama must be defeated—not by invective and general attacks, but by detailed arguments that are well-researched and fact-based. .
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Here are the facts:

The United States has released 425 terrorists from Guantánamo, at least 50 of whom have returned to the battlefield to fight our troops.

Barack Obama and Hillary Clinton both say they're fiscally responsible. But each has called for $1 trillion in tax increases over the next ten years—and dressed them up as tax cuts!

Mainstream Media has been given marching orders from the Society of Professional Journalists: never refer to "Islamic terrorists" or "Muslim terrorists." And they are obeying! Whenever our brave agents disrupt a terror plot, The media dismisses the culprits as a gang of idiots—lulling us into a false sense of security.

If the liberals win the 2008 election, they will cripple talk radio—forcing stations to give equal time to left-wing programs, and insisting that liberals play a key role in station management.

Up to a quarter of all state pension funds in the United States are invested in companies that are helping Iran, Syria, North Korea, or the Sudan—for a total of nearly $200 billion.

The Do-Nothing Congress is still doing nothing—and the worst offenders are the presidential candidates Clinton, Obama, and McCain, who never show up for their day jobs as senators . . . except to pick up their $165,000 paycheck!

Is it any wonder that Americans feel fleeced at every turn?

As more and more critical problems develop that need national attention, the White House and Congress appear to be AWOL.

Who's calling the shots instead?

Big business, big government, big labor, and big lobbyists. And their self-serving agendas are doing nothing to help the ever-increasing number of American people who are losing their homes, paying credit card interest rates higher than 25 percent, and finding their jobs increasingly outsourced to foreign countries.

In this hard-hitting call to arms, Dick Morris and Eileen McGann reveal the hundreds of ways American tax-payers are routinely fleeced—by our own government; by foreign countries like Dubai that are gobbling up American interests and spending millions to influence government decisions and American public opinion; by Washington lobbying firms that are pushing the agendas of corrupt foreign dictators on Capitol Hill; and by hedge-fund billionaires collecting huge tax breaks courtesy of the IRS.

With their characteristic blend of sharp analysis and insider insight, Morris and McGann call offenders of all kinds on the carpet—and offer practical agendas we all can follow to help turn the tide.

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THE EAGERLY AWAITED COLLECTION OF PERSONAL ESSAYS FROM THE BESTSELLING AUTHOR OF MY HORIZONTAL LIFE

When Chelsea Handler needs to get a few things off her chest, she appeals to a higher power -- vodka. You would too if you found out that your boyfriend was having an affair with a Peekapoo or if you had to pretend to be honeymooning with your father in order to upgrade to first class. Welcome to Chelsea's world -- a place where absurdity reigns supreme and a quick wit is the best line of defense.

In this hilarious, deliciously skewed collection, Chelsea mines her past for stories about her family, relationships, and career that are at once singular and ridiculous. Whether she's convincing her third-grade class that she has been tapped to play Goldie Hawn's daughter in the sequel to Private Benjamin, deciding to be more egalitarian by dating a redhead, or looking out for a foulmouthed, rum-swilling little person who looks just like her...only smaller, Chelsea has a knack for getting herself into the most outrageous situations. Are You There, Vodka? It's Me, Chelsea showcases the candor and irresistible turns of phrase that have made her one of the freshest voices in comedy today..
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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.

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It's difficult to imagine a harder first act to follow than The Kite Runner: a debut novel by an unknown writer about a country many readers knew little about that has gone on to have over four million copies in print worldwide. But when preview copies of Khaled Hosseini's second novel, A Thousand Splendid Suns, started circulating at Amazon.com, readers reacted with a unanimous enthusiasm that few of us could remember seeing before. As special as The Kite Runner was, those readers said, A Thousand Splendid Suns is more so, bringing Hosseini's compassionate storytelling and his sense of personal and national tragedy to a tale of two women that is weighted equally with despair and grave hope.

We wanted to spread the word on the book as widely, and as soon, as we could. See below for an exclusive excerpt from A Thousand Splendid Suns and early reviews of the book from some of our top customer reviewers.--The Editors

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An Exclusive Excerpt from A Thousand Splendid Suns

We have arranged with the publisher to make an exclusive excerpt of A Thousand Splendid Suns available on Amazon.com. Click here to read a scene from the novel. It's not the opening scene, but rather one from a crucial moment later in the book when Mariam, one of the novel's two main characters, steps into a new role.

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Early Buzz from Amazon.com Top Reviewers

We queried our top 100 customer reviewers as of March 6, 2007, and asked them to read A Thousand Splendid Suns and share their thoughts. We've included these early reviews below in the order they were received. For the sake of space, we've only included a brief excerpt of each reviewer's response, but each review is available for reading in its entirety by clicking the "Read the review" link.

Joanna Daneman: "His style is deceptively simple and clear, the characters drawn deftly and swiftly, his themes elemental and huge. This is a brilliant writer and I look forward to more of his work." Read Joanna Daneman's review

Seth J. Frantzman: "Khaled Hosseini has done it again with 'A Thousand Splendid Sons', presenting a new, dashing and dark tale of two generations of women trapped in a loveless marriage, bracketed by great events." Read Seth J. Frantzman's review

Donald Mitchell: "Khaled Hosseini has succeeded in capturing many important historical and contemporary themes in a way that will make your heart ache again and again. Why will your reaction be so strong? It's because you'll identify closely with the suffering of almost all the characters, a reaction that's very rare to a modern novel." Read Donald Mitchell's review

Lawrance M. Bernabo: "All things considered, following up on a successful first novel is probably harder than coming up with the original effort and Hosseini could have rested on his laurels in the manner of Harper Lee, but as "A Thousand Splendid Suns" amply proves, this native of Kabul has more stories to tell about the land of Afghanistan." Read Lawrance M. Bernabo's review

Amanda Richards: "There are parts of this book that will have grown men surreptitiously blotting the tears that are on the verge of overflowing their ducts, and by the time you get to the middle, you won't be able to put it down. Hosseini's simple but richly descriptive prose makes for an engrossing read, and in my opinion, "A Thousand Splendid Suns" is among the best I have ever read. This is definitely not one to be missed." Read Amanda Richards's review

N. Durham: "All that being said, "A Thousand Splendid Suns" is a bit more enjoyable than Hosseini's previous "The Kite Runner", and once again he manages to give we readers another glimpse of a world that we know little about but frequently condemn and discard. However, if you were one of the many that for some reason absolutely loved "The Kite Runner", chances are that you'll love this as well." Read N. Durham's review

John Kwok: "Khaled Hosseini's "A Thousand Splendid Suns" is a genuine instant literary classic, and one destined to be remembered as one of 2007's best novels. It should be compared favorably to such legendary Russian novels like "War and Peace" and "Doctor Zhivago"." Read John Kwok's review

Thomas Duff: "Normally I'm more of an action-adventure type reader when it comes to novels and recreational reading. But I was given the chance to read A Thousand Splendid Suns by Khaled Hosseini (author of The Kite Runner), so I decided to try something out of my normal genre. I am *so* glad I did. This is a stunning and moving novel of life and love in Afghanistan over a 30 year period." Read Thomas Duff's review

Charles Ashbacher: "This book manages to simultaneously capture the history of Afghanistan over the last thirty years and how women are treated in conservative Islamic societies.... In many ways it is a sad book, your heart goes out to these two women in their hopeless struggle to have a decent life with a brutal man in an unforgiving, intolerant society." Read Charles Ashbacher's review

W. Boudville: "Hosseini presents a piognant view into the recent tortured decades of the Afghan experience. From the 1970s, under a king, to the Soviet takeover, to the years of resistance. And then the rise and fall of the Taliban. An American reader will recognise many of the main political events. But to many Americans, Afghanistan and its peoples and religion remain an opaque and troubling mystery." Read W. Boudville's review

Mark Baker: "I tend to read plot heavy books, so this character study was a definite change of pace for me. I found the first half slow going at times, mainly because I knew where the story was going. Once I got into the second half, things really picked up. The ending was very bittersweet. I couldn't think of a better way to end it." Read Mark Baker's review

Grady Harp: "Hosseini takes us behind those walls for forty some years of Afghanistan's bloody history and while he does not spare us any of the descriptions of the terror that continues to besiege that country, he does offer us a story that speaks so tenderly about the fragile beauty of love and devotion and lasting impression people make on people." Read Grady Harp's review

Robert P. Beveridge: "When I was actively reading it, the pages kept turning, and more than once I found myself foregoing food or sleep temporarily to get in just one more chapter. When I had put it down, however, I felt no particular compulsion to pick it back up again. It's a good book, and a relatively well-written one, but it's not a great book. Enjoyable without leaving a lasting impression." Read Robert P. Beveridge's review

B. Marold: "While the events in Afghanistan and the wider world create a familiar framework for the stories of these two women, it is nothing more than a framework. The warp and weft of everyday life, and the interaction of the two women and their close relatives is the heartbeat of the story." Read B. Marold's review

Daniel Jolley: "Khaled Hosseini has written a majestic, sweeping, emotionally powerful story that provides the reader with a most telling window into Afghan society over the past thirty-odd years. It's also a moving story of friendship and sacrifice, giving Western readers a rare glimpse into the suffering and mistreatment of Afghan women that began long before the Taliban came to power." Read Daniel Jolley's review

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Jeannette Walls's father always called her "Mountain Goat" and there's perhaps no more apt nickname for a girl who navigated a sheer and towering cliff of childhood both daily and stoically In The Glass Castle, Walls chronicles her upbringing at the hands of eccentric, nomadic parents--Rose Mary, her frustrated-artist mother, and Rex, her brilliant, alcoholic father. To call the elder Walls's childrearing style laissez faire would be putting it mildly. As Rose Mary and Rex, motivated by whims and paranoia, uprooted their kids time and again, the youngsters (Walls, her brother and two sisters) were left largely to their own devices. But while Rex and Rose Mary firmly believed children learned best from their own mistakes, they themselves never seemed to do so, repeating the same disastrous patterns that eventually landed them on the streets. Walls describes in fascinating detail what it was to be a child in this family, from the embarrassing (wearing shoes held together with safety pins; using markers to color her skin in an effort to camouflage holes in her pants) to the horrific (being told, after a creepy uncle pleasured himself in close proximity, that sexual assault is a crime of perception; and being pimped by her father at a bar). Though Walls has well earned the right to complain, at no point does she play the victim. In fact, Walls' removed, nonjudgmental stance is initially startling, since many of the circumstances she describes could be categorized as abusive (and unquestioningly neglectful). But on the contrary, Walls respects her parents' knack for making hardships feel like adventures, and her love for them--despite their overwhelming self-absorption--resonates from cover to cover. --Brangien Davis.
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Often imitated, never duplicated

• New! Lay-flat binding makes coloring easier.
• New! 8 plates have been added: Accessory Structures of the Skin, Temporomandibular Joint, Upper Limb: Shoulder (Glenohumeral) Joint, Upper Limb: Elbow Joints, Lower Limb: Male and female Pelves, Lower Limb: Sacroiliac and Hip Joints, Lower Limb: Knee Joints, Somatic Visceral Receptors.
• New! 7 additional sections: Skeletal and Articular Systems, Skeletal Muscular System, Central Nervous System, Central Nervous System: Cavities and Coverings, Peripheral Nervous System, Autonomic Nervous System, Human Development.

For over 23 years, The Anatomy Coloring Book has been the leading human anatomy coloring book, offering concisely written text and precise, extraordinary hand-drawn figures. Organized according to body systems, each of the 170 plates featured in this book includes an ingenious color-key system anatomical terminology is linked to detail illustration of the structures of the body.

Wynn Kapit graduated in 1955 from the University of Miami, Florida with honors in Business Administration and Law. He then attended Art Center School in Los Angeles and worked in New York as a graphic designer and advertising art director from 1960-66. He moved to California to pursue a painting career and was given a one-man show at the Legion of Honor in San Francisco in 1968. He then attended the University of California at Berkeley and received a Masters in Painting and worked as a portraitist and teacher of figure drawing.

While taking a class in human anatomy at San Francisco City College, he discovered a way to effectively learn the subject by coloring in drawings, diagrams and names. The teacher of the course, Lawrence Elson, Ph.D. agreed to help him produce a coloring book. Elson wrote and Kapit designed and illustrated The Anatomy Coloring Book, which was published in 1977 and has been a widely-translated bestseller ever since. The Physiology Coloring Book was published in 1987, with the assistance of two professors from Berkeley: Robert Macey and Esmail Meisami. The Geography Coloring Book was published in 1991; Kapit drew the maps and wrote the text. The Anatomy Coloring Book was published in a second edition in 1993, and second editions of Geography and Physiology Coloring Books will be published in 1997.

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Lawrence M. Elson received his undergraduate degree from the University of California, Berkeley in Zoology (Pre-Med), and completed his graduate and Ph.D. work in Human Anatomy also at the University of California, Berkeley. Elson has served as an instructor in human anatomy at the City College of San Francisco, an assistant professor of anatomy at Baylor College of Medicine, and as a lecturer at numerous additional universities and professional organizations.

Elson is the founder and president of Coloring Concepts, Inc. (CCI), producer and packager of college level, educational, scientific directed-coloring texts. He is the author/co-author of the Anatomy Coloring Book, Human Brain Coloring Book, Zoology Coloring Book, and Microbiology Coloring Book.

Presently, he is principally functioning as a clinical and forensic anatomist retained as a consultant to governments, provinces, insurance and other corporations, and law firms on causation of injury issues in cases in or anticipated to be involved in litigation.

Future plans include expanding CCI by developing new titles in the physical sciences and other education-related disciplines.

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Unhappiness in marriage often has a simple root cause: we speak different love languages, believes Dr. Gary Chapman While working as a marriage counselor for more than 30 years, he identified five love languages: Words of Affirmation, Quality Time, Receiving Gifts, Acts of Service, and Physical Touch. In a friendly, often humorous style, he unpacks each one. Some husbands or wives may crave focused attention; another needs regular praise. Gifts are highly important to one spouse, while another sees fixing a leaky faucet, ironing a shirt, or cooking a meal as filling their "love tank." Some partners might find physical touch makes them feel valued: holding hands, giving back rubs, and sexual contact. Chapman illustrates each love language with real-life examples from his counseling practice.

How do you discover your spouse's - and your own - love language? Chapman's short questionnaires are one of several ways to find out. Throughout the book, he also includes application questions that can be answered more extensively in the beautifully detailed companion leather journal (an exclusive Amazon.com set). Each section of the journal corresponds with a chapter from the book, offering opportunities for deeper reflection on your marriage.

Although some readers may find choosing to love a spouse that they no longer even like -hoping the feelings of affection will follow later- a difficult concept to swallow, Chapman promises that the results will be worth the effort. "Love is a choice," says Chapman. "And either partner can start the process today." --Cindy Crosby. This text refers to the Amazon.com Exclusive Journal & Paperback Book Set..
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Whether a novice or an experienced speaker, every student will learn how to be a better public speaker through Lucas' clear explanations and thorough coverage. By far the leading speech textbook of our time, The Art of Public Speaking has defined the art of being the best for more than six million students and instructors. The Lucas Learning Tools Suite offers even more tools and study options to fit the active lifestyles and diverse learning/teaching styles of today's students and instructors..
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