Trans-Cal Industries Inc: Fill & Download for Free

This is a complicated question, with no clear answer. It’s very jurisdiction-specific.Just to illustrate, a popular case I (and many other) students read in law school is Duldulao v. St. Mary of Nazareth Hospital Center, from the Illinois Supreme Court in 1987. Just to give an idea how divisive this question can be, I’ll give an excerpt of that case. I normally omit citations in quoting cases on Quora, but I’ll leave them in here, because that’s kind of the point. I invite the reader to skim this quote, not necessarily read it carefully.The contractual status of employee handbooks has been the subject of a great deal of litigation in recent years. Several courts have rejected the notion that an employee handbook or manual can ever create binding contractual obligations. (See, e.g., Uriarte v. Perez-Molina 487*487 (D.D.C. 1977), 434 F. Supp. 76 (applying D.C. law); White v. Chelsea Industries, Inc. (Ala. 1983), 425 So.2d 1090; Heideck v. Kent General Hospital, Inc. (Del. 1982), 446 A.2d 1095; Muller v. Stromberg Carlson Corp. (Fla. App. 1983), 427 So.2d 266; Shaw v. S.S. Kresge Co. (1975), 167 Ind. App. 1, 328 N.E.2d 775; Johnson v. National Beef Packing Co. (1976), 220 Kan. 52, 551 P.2d 779; Richardson v. Charles Cole Memorial Hospital (1983), 320 Pa. Super. 106, 466 A.2d 1084; Reynolds Manufacturing Co. v. Mendoza (Tex. Civ. App. 1982), 644 S.W.2d 536.) However, the overwhelming majority of courts considering the issue have held that an employee handbook may, under proper circumstances, be contractually binding. See, e.g., Vinyard v. King (10th Cir.1984), 728 F.2d 428 (applying Oklahoma law); Lincoln v. Sterling Drug, Inc. (D. Conn. 1985), 622 F. Supp. 66 (Connecticut law); Barger v. General Electric Co.(W.D. Va. 1984), 599 F. Supp. 1154 (Virginia law); Smith v. Teledyne Industries, Inc.(E.D. Mich. 1984), 578 F. Supp. 353 (Ohio law); Brooks v. Trans World Airlines, Inc. (D. Colo. 1983), 574 F. Supp. 805 (Colorado law); Leikvold v. Valley View Community Hospital (1984), 141 Ariz. 544, 688 P.2d 170; Pugh v. See's Candies, Inc. (1981), 116 Cal. App.3d 311, 171 Cal. Rptr. 917; Salimi v. Farmers Insurance Group (Colo. App. 1984), 684 P.2d 264; Finley v. Aetna Life & Casualty Co. (1985), 5 Conn. App. 394, 499 A.2d 64; Jackson v. Minidoka Irrigation District (1977), 98 Idaho 330, 563 P.2d 54; Wyman v. Osteopathic Hospital of Maine, Inc. (Me. 1985), 493 A.2d 330; Staggs v. Blue Cross of Maryland, Inc. (1985), 61 Md. App. 381, 486 A.2d 798; Toussaint v. Blue Cross & Blue Shield (1980), 408 Mich. 579, 292 N.W.2d 880; Pine River State Bank v. Mettille(Minn. 1983), 333 N.W.2d 622; Enyeart v. Shelter Mutual Insurance Co. (Mo. App. 1985), 693 S.W.2d 120; Morris v. Lutheran Medical Center (1983), 215 Neb. 677, 340 N.W.2d 388; Southwest Gas 488*488 Corp. v. Ahmad (1983), 99 Nev. 594, 668 P.2d 261; Woolley v. Hoffman-LaRoche, Inc. (1985), 99 N.J. 284, 491 A.2d 1257; Forrester v. Parker (1980), 93 N.M. 781, 606 P.2d 191; Bolling v. Clevepak Corp. (1984), 20 Ohio App.3d 113, 484 N.E.2d 1367; Langdon v. Saga Corp. (Okla. Ct. App. 1976), 569 P.2d 524; Yartzoff v. Democrat-Herald Publishing Co. (1978), 281 Or. 651, 576 P.2d 356; Osterkamp v. Alkota Manufacturing, Inc. (S.D. 1983), 332 N.W.2d 275; Hamby v. Genesco, Inc. (Tenn. App. 1981), 627 S.W.2d 373; Piacitelli v. Southern Utah State College (Utah 1981), 636 P.2d 1063; Thompson v. St. Regis Paper Co. (1984), 102 Wash.2d 219, 685 P.2d 1081; Mobil Coal Producing, Inc. v. Parks (Wyo. 1985), 704 P.2d 702.This court has never specifically addressed the issue of employee handbooks. Our appellate court, however, has addressed the issue several times, with conflicting results. In Carter v. Kaskaskia Community Action Agency (1974), 24 Ill. App.3d 1056, the court held that an employee manual, which was introduced after the employee began working and was written with input from the employees, created enforceable contractual rights. However, in Sargent v. Illinois Institute of Technology (1979), 78 Ill. App.3d 117, the court distinguished Carter and held that the handbook in question was not binding because it was given to the employee when he first began work and was not specifically "bargained for." (78 Ill. App.3d 117, 121-22.) Still another appellate decision, Kaiser v. Dixon (1984), 127 Ill. App.3d 251, rejected Sargent and held that an employee manual may be binding notwithstanding that it was not "bargained for."Federal courts applying Illinois law have reflected the split in our appellate court. Two Federal cases have followed Sargent. (See Enis v. Continental Illinois National Bank & Trust Co. (N.D. Ill. 1984), 582 F. Supp. 489*489 876; Rynar v. Ciba-Geigy Corp. (N.D. Ill. 1983), 560 F. Supp. 619.) However, since Kaiser, several Federal courts applying Illinois law have followed Kaiser as the better reasoned approach. See, e.g., Pelizza v. Reader's Digest Sales & Service Inc. (N.D. Ill. 1985), 624 F. Supp. 806; Kufalk v. Hart(N.D. Ill. 1985), 610 F. Supp. 1178; Pudil v. Smart Buy, Inc. (N.D. Ill. 1985), 607 F. Supp. 440.What’s the takeaway? The takeaway is that the answer to your question is complicated. If you’re asking out of idle curiosity, I’m afraid I can’t satisfy it. If you’re asking because something happened at work and you’re considering litigation, talk to a lawyer in your jurisdiction, who will know the local law.

The naysayers, like IBM’s Thomas Watson, should be wary of making it to this list:The 7 Worst Tech Predictions of All TimeNever Say Never Again.You are an aircraft designer. Your assignment is to devise the next-generation passenger transport. Specifications call for capacity of 100 passengers, a top speed of Mach 0.8, a range of 1600 miles and an operational ceiling in excess of 32,000 ft.Your aircraft must be reliable. Very comfortable. And quiet enough to meet increasingly stringent noise regulations. Finally, your aircraft must be sufficiently economical to compete head-to-head with the commercial airliners now in service.Oh, yes—one last thing. Your aircraft must be capable of taking off and landing vertically from an unprepared site no more than 200 sq. meters in size—a tiny fraction of a conventional airport runway.If you’re stumped, you’re not the only one.For decades, designers in the US and elsewhere have been engaged in an on-again, off-again effort to develop just such a machine—a commercially viable aircraft that combines the short-hop virtuosity of a helicopter with the speed, economy and comfort of a fixed-wing jet aircraft.In other words, the Holy Grail of commercial aviation.Yet, despite numerous promising designs, as well as a handful of prototypes and production models (most notably the Bell/Boeing V-22 Osprey now operational with the U.S. Armed Forces), most existing and proposed VTOL aircraft have been prop-driven machines—tilt-rotors, tilt-wings and other aircraft designed for short hauls, small payloads and low speeds.Fine aircraft, in many cases, but lacking the specs to compete with other modes of intercity transportation.Aviation designers from the National Aerospace Laboratory (NAL) in Japan are working to create just such an aircraft.▲Popular Mechanics Jun 1993This proposed VTOL aircraft represents more than an ambitious early step into novel aircraft technology. Preliminary studies of the proposed aircraft’s propulsion system, as well as computer analysis and wind-tunnel testing of its airframe, suggest that the NAL aircraft will meet all the criteria outlined above.It doesn’t take an aeronautical genius to appreciate the appeal of a VTOL transport. Just ask any hapless traveler who has fought heavy traffic on the road to and from distant airports, or awaited takeoff on a packed runway.Urban planners have traditionally tried to reduce such delays by adding new infrastructure—more runways, bigger terminals and higher-capacity high-ways around existing airports.But new construction of this type seldom provides more than temporary relief. In addition, the clearing of wooded areas and pouring of new concrete become less and less attractive as competition grows for land in crowded metropolitan areas.It’s not a case of “If now or never”, but “sooner rather than later”.Where is this thinking going on? In the Innovation Nation: the USA — only in the USA!VTOL has never been far from military thinking, well before the V-22 and well after that:▲1961: Powered by eight jet engines for vertical takeoff and landing (VTOL) and Mach-2 speeds in level flight, the D-188A fighter-bomber is being developed by Bell Aerospace Corp. under joint contract with the Air Force and Navy. In its conventional configuration, it resembles a jet fighter. Two horizontal jet engines in the rear of the fuselage and two jet engines at the tip of each wing will power it in level flight. For vertical takeoffs and landings, the four wing-tip engines rotate for vertical thrust. They are aided by auxiliary thrust from two more vertically positioned jet engines located in the forward fuselage ahead of the wings. The mock up model shows both configurations. The vertical takeoffs and landings, Bell says, can be accomplished within 60 seconds. The plane is also designed to take off in conventional manner. The purpose of VTOL aircraft is to operate from bases with short runways.After all, the YC-14 and the YC-15 grew into the C-17.▲That was the last VTOL-based personal use/taxi vehicle getting serious money for development in 1987.That company has become Trek Aerospace, Inc. based in Folsom, California, United States, and has gone into the ducted fan business, including fans for personal flying cars.“Our core technology has the highest thrust to hp/kw in the industry. Allowing you to carry a lot of weight in a small footprint, Trek’s shrouded props will require far less power, meaning fewer batteries, further range, greater payload capacity, and longer loiter times.”High thrust to HP ratio. That is what matters, not the HP itself. And that is where changes will happen.As long as America has geniuses like Michael Moshier, innovations will keep happening. Just look at his patents:Michael Moshier Inventions, Patents and Patent ApplicationsMichael Moshier, CEO of Trek Aerospace▲Michael Moshler, in an undated pholograph , CEO of Millennium Jet, models the SoloTrek XFV (Exo-Skeletor Flying Vehicle) VTOL aircraft as it begins its Initial test phase after a secret three-year development program. The project, developed with NASA, is to create "roto-moblles" to serve as personal transportation systems of the future. These vehicles could be built for one or multiple passengers with the ability to take off and land vertically and to be operated either autonomously or manually with "car-like controls.” (Courtesy Millennium Jet)If America doesn’t do it, it won’t be the fat cats; it’ll be one of the four “hungry countries”—India, China, Brazil, or Russia—to do it.▲If NASA won’t do it, the FAA will! Aircraft design is often overlooked in discussions of the FAA's multibillion-dollar NextGen initiative, the elaborate mélange of satellite-based guidance, arrival, and departure technologies intended to modernize the outdated and much-criticized national airspace system by 2025. Yet a team led by researchers at California Polytechnic State University (CalPoly) found that one of the easiest ways to improve system efficiency may be to reengineer the plane itself. As part of a five-year NASA research project, the team designed a 100-passenger Cruise Efficient, Short Take-Off and Landing (Cestol) airliner that could arrive and depart at steep angles to and from 3,000-foot-long runways. "This plane was designed with a circulation-control wing, which generates higher lift at lower speeds," says David Marshall, an associate professor with Cal Poly's aerospace-engineering department. "We can reduce the field length by 50 percent."The Future Of Flight: A Congestion-Killing AircraftSTOL will be here soon. Can VTOL be far behind?▲MAGLEV, too, had its naysayers. 81-mph maglev train High Speed Surface Trans-port (HSST) coaches are buoyed by magnetic levitation and propelled by linear motors. The first commercial version, the HSST-100, will cruise the city of Asahikawa. Its maker, Japan Air Lines, claims the cost will be 10% of a new subway system's - 1987.

So, you’re asking about two widely separated places. One is by the ocean, and the other is way inland northeast of downtown L.A.Pasadena is a separate municipality altogether with its own Mayor, city council and police department. It is definitely a safe place to live, and while it has traditionally been a milieu of the gentry class, it offers a wide array of housing choices. While home prices and rents are pretty high all over the Los Angeles area, Pasadena doesn’t stand out as particularly cheap or expensive in that regard. Marina Del Rey, on the other hand, is pretty pricey when it comes to housing. The so-called “West Side” is where Tech industry giants in Silicon Valley are setting up Los Angeles locations for their offices. An area that was already a desirous place to live is now experiencing an influx of people working for companies like Apple, Alphabet Inc., Facebook, etc.. So housing is scarce and rents are high, and that won’t be changing any time soon.Marina Del Rey sits right on the Santa Monica Bay and is home to a famous Yacht harbor. So if you have a boat and wish to live close to the beach, then this might be what you’re looking for. This general area encompasses Playa del Rey, Santa Monica, Venice and Culver City. The west side is vibrant and youthful and if you are in your 20’s or 30’s you might well enjoy the lifestyle. Also being on the coast you will have cool to moderate weather in the summer when it can get quite hot in Pasadena. There are public parks, a wetlands ecological reserve, a “boardwalk” along the beach for bikes and roller blades. Lots of trendy healthful eateries and grocery stores. But the affordability factor is going to be stretched. It is highly doubtful you will find any bargains when you set about looking for a place to live in Marina Del Rey.Pasadena is about 25 miles inland set against the back drop of the San Gabriel Montain range. This is the San Gabriel Valley and surrounding communities include Alta Dena which is nestled in the foothills, as well Sierra Madre which was the small town depicted in the original “Invasion of the Body Snatchers” movie that came out in the 50’s, Arcadia - home to the renowned thoroughbred racetrack Santa Anita Park, the elegant township of San Marino, Alhambra and South Pasadena (a separate township in its own right). Residents of South Pasadena are famous for having blocked construction of a badly needed connecting freeway through their area for 35 years! Finally Cal Trans threw in the towel and they are digging a freeway tunnel under South Pasadena. I’m surprised the residents didn’t claim their property rights extended all the way down to Hell.