This happy breed of humans, this little World, this precious stone set in the silver sea, which serves it in the office of a wall, or as a moat defensive to a house, against the envy of less happier lands. This blessed plot, this Earth, this realm, this America. O! beware, my lord, of jealousy; it is the green-eyed monster which doth mock the meat it feeds on. One of the second great principles that ran through all Second Wave societies: specialization. For the more the Second wave eliminated diversity in language, leisure, and life-style, the more it needed diversity in the sphere of work. Accelerating the division of labour, the Second Wave replaced the casual jack-of-all-work peasant with the narrow, purse-lipped specialist and the worker who did only one task, Taylor-fashion, over and over again. As early as 1720 a British report on The Advantages of the East India Trade made the point that specialization could get jobs done with “less loss of time and labour.” In 1776 Adam Smith opened The Wealth of Nations with the ringing assertion that “the greatest improvement in the productive powers of labour seems to have been the effects of the division of labour.” Dr. Smith, in a classic passage, described the manufacture of a pin. A single old-style workman, performing all the necessary operations by himself, he wrote, could turn out not only a handful of pins each day—no more than twenty and perhaps not even one. By contrast, Dr. Smith described a “manufactory” he had visited in which the eighteen different operations required to make a pin were carried out by ten specialized workers, each performing only one or a few steps. Together they were able to produce more than forty-eight thousand pins per day—over forty-eight hundred per workers. #RandolphHarris 1 of 20

By the nineteenth century, as more and more work shifted into the factory, the pin story was repeated again and again on an ever-larger scale. And the human costs of specialization escalated accordingly. Critics of industrialism charged that highly specialized repetitive labour progressively dehumanized the worker. By the time Henry Ford started manufacturing Model T’s in 1908 it took not eighteen different operations to complete a unit but 7,882. In his autobiography, Ford noted that of these 7,882 specialized jobs, 949 required “strong , able-bodied, and practically physically perfect men,” 3,338 needed men of merely “ordinary” physical strength, most of the rest could be performed by “women or older children,” and, he continued coolly, “we found that 670 could be filled by legless men, 2,637 by one-legged men, two by armless men, 715 by one-armed men and 10 by blind men.” Basically, the specialized job required not a whole person, but only a part. No more vivid evidence that overspecialization can be brutalizing has ever been adduced. A practice which critics attributed to capitalism, however, became an inbuilt feature of socialism as well. For the extreme specialization of labour that was common to all Second Wave societies had its roots in the divorce of production from consumption. Russian, Poland, Germany, or Hungary can no more run their factories today without elaborate specialization than can Japan or the United States of America—whose Department of Labour in 1977 published a list of twenty thousand identifiably different occupations. #RandolphHarris 2 of 20

In both capitalist and socialist industrial states, moreover, specialization was accompanied by a rising tide of professionalizing. Whenever the opportunity arose for some group of specialists to monopolize esoteric knowledge and keep newcomers out of their field, profession emerged. As the Second Wave advanced, the market intervened between a knowledge-holder and a client dividing them sharply into producer and consumer. Thus, health in Second Wave societies came to be seen as a product provided by a doctor and a health-delivery bureaucracy, rather than a result of intelligent self-care (production for use) by the patient. Education was supposedly “produced” by the teacher in the school and “consumed” by the student. All sorts of occupational groups from librarians to salemen began clamouring for the right to call themselves professionals—and for the power to set standards, prices, and conditions of entry into their specialties. By now, according to Michael Pertschuck, Chairman of the U.S. Federal Trade Commission, “Our culture is dominated by professionals who call us ‘clients’ and tell us of our ‘needs.’” In Second Wave societies even political agitation was conceived of as a profession. Thus Dr. Lenin argued that the masses could not bring about revolution without professional help. What was needed, he asserted, was an “organization or revolutionaries” limited in membership to “people” whose profession is that of a revolutionary.” Among communist, capitalists, executives, educators, priests, and politicians, the Second Wave produced a common mentality and a drive toward an ever more refined division of Labour. #RandolphHarris 3 of 20

Like Prince Albert at the great Crystal Palace Exhibition of 1851, they believed that specialization was “the moving power of civilization.” The Great Standardizers and The Great Specializers marched hand in hand. The widening split between production and consumption also forced a change in the way Second Wave people dealt with time. In a market-dependent system, whether the market is planned or free, time equals money. Expensive machines cannot be allowed to sit idly, and they operate at rhythms of their own. This produced the third principle of industrial civilization: synchronization. Even in the earliest societies work had to be carefully organized in time. Warriors often had to work in unison to trap their prey. Fishermen had to coordinate their efforts in rowing or hauling in the nets. George Thomson, many years ago, showed how various work songs reflected the requirements of labour. For the oarsmen, time was marked by a simple two-syllable sound like O-op! The second syllable indicated the moment of maximum exertion while the first was the time for preparation. Hauling a boat, he noted, was heavier work than rowing, “so the moments of exertion are spaced at longer intervals,” and we see, as in the Irish hauling cry Ho–li–ho–hup!, a longer preparation for the final effort. Until the Second Wave brought in machinery and silenced the songs of the worker, most such synchronization of effort was organic or natural. It flowed from the rhythm of the seasons and from biological processes, from the Earth’s rotation and the beat of the heart. Second Wave societies, by contrast, moved to the beat of a machine. #RandolphHarris 4 of 20

As factory production spread, the high cost of machinery and the close interdependence of labour required a much more refined synchronization. If one group of workers in a plan was late in completing a task, others down the line would be further delayed. Thus punctuality, never very important in agricultural communities, became a social necessity, and clocks and watches began to proliferate. By the 1790’s they were already becoming commonplace in Britain. Their diffusion came, in the words of British historian E. P. Thompson, “at the exact moment when the industrial revolution demanded a greater synchronization of labour.” Not by coincidence, children in industrial cultures were taught to tell time at an early age. Pupils were condition to arrive at school when the bell rang so that later on they would arrive reliably at the factory or office when the whistle blew. Jobs were timed and split into sequences measure in fractions of a second. “Nine-to-five” formed the temporal frame for millions of workers. Nor was it only working life that was synchronized. In all Second Wave societies, regardless of profit or political considerations, social life, too, became clock-driven and adapted to machine requirements. Certain hours were set aside for leisure. Standard-length vacations, holidays, or coffee breaks were interspersed with the work schedules. Children began and ended the school year at uniform times. Hospitals woke all their patients for breakfast simultaneously. Transport systems staggered under rush hours. Broadcasters fitted entertainment into special time slots—“prime time,” for example. Every business had its own peak hour or seasons, synchronization arose—from factory expediters and schedulers to traffic police and time-study men. #RandolphHarris 5 of 20

By contrast, some people resisted the new industrial time system. And here again gender differences arose. Those who participated in Second Wave work-chiefly men—became the most conditioned to clock-time. Second Wave husbands continually complained h their wives kept them waiting, that they had no regard for time, that it took them forever to dress, that they were always late for appointments. Women, primarily engaged in noninterdepedent housework, worked to less mechanical rhythms. For similar reasons urban populations tended to look down upon rural folk as slow and unreliable. “They do not show up on time! You never know whether they will keep an appointment.” Such complaints could be traced directly to the difference between Second Wave work based on heightened interdependence and the First Wave work centered in the field and the home. Once the Second Wave became dominant even the intimate routines of life were locked into the industrial pacing system. In the United States of America and Russian, in Singapore and Sweden, in France and Denmark, Germany and Japan, families arose as one, ate at the same time, commuted, worked, returned home, went to bed, slept, and even participated in pleasures of the flesh more or less in unison as the entire civilization, in addition to standardization and specialization, applied the principle of synchronization. The rise of the market gave birth to yet another rule of Second Wave civilization—the principle of concentration. First Wave societies lived off widely dispersed sources of energy. Second Wave societies became almost totally dependent on highly concentrated deposits of fossil fuel. #RandolphHarris 6 of 20

However, the Second Wave concentrated more than energy. It also concentrated population, stripping the countryside of people and relocating them in giant urban centers. It even concentrated work. While work in First Wave societies took place everywhere—in the home, in the village, in the fields—much of the work in Second Wave societies was done in factories where thousands of labourers were drawn together under a single roof. Nor was it only energy and work that were concentrated. Writing in the British social science journal New Society, Stan Cohen has pointed out that, with minor exceptions, prior to industrialism “the poor were kept at home or with relatives; criminals were fined, whipped or banished from one settlement to another; if they were poor, the insane were kept in their families, or supported by the community.” All these groups were, in short, dispersed throughout the community, instead of segregating them to one location, so they could go unnoticed and the community would remain functional and peaceful. Industrialism revolutionized the situation. The early nineteenth century, in fact, has been called the time of Great Incarcerations—when criminals were rounded up and concentrated in prisons, the mentally ill rounded up and concentrated in “lunatic asylums,” and children rounded up and concentrated in schools, exactly as workers were concentrated in factories. Concentration occurred also in capital flows, so that Second Wave civilization gave birth to the giant corporation and, beyond that, the trust or monopoly. #RandolphHarris 7 of 20

By the mid-1960s, the average cars costs about $2,752 $(23,518.24 in 2021 dollars), and a gallon of gas was around 31 cents ($2.65 in 2021 dollars). During this same time frame, the Big Three auto companies in the United States of America produced ninety-four percent of all American cars. In Germany five companies—Volkswagen, Daimler-Benz, Opel (GM), Ford-Werke, and Bayerische Motor Werke AG accounted for 91 percent of production. In France, Renault, Citroen, Simca, and Peugeot turned out virtually 100 percent. In Italy, Fiat alone built 90 percent of all autos. Similarly, in the United States of America 80 percent or more aluminum, beer, a tobacco cigarette, and breakfast foods were produced by four of five companies in each field. In Germany 92 percent of all the plasterboard and dyes, 98 percent of photo film, 91 percent of industrial sewing machines, were produced by four or fewer companies in each respective category. The list of highly concentrated industries goes on and on. Socialist managers were also convinced that concentration of production was “efficient.” Indeed, many Marxist ideologues in the capitalist countries welcomed the growing concentration of industry in capitalist countries as a necessary step along the way to the ultimate total concentration of industry under state auspices. Dr. Lenin spoke of the “conversion of all citizens into workers and employees of one’s huge “conversion of all citizens into workers and employees of one huge ‘syndicate’—the whole state. Half a century later the Russian economist Dr. N. Lelyukhina, writing in Voprosy Ekonomiki could report that “the USSR possesses the most concentrated industry in the World.” #RandolphHarris 8 of 20

Whether in energy, population, work, education, or economic organization, the concentrative principle of Second Wave civilization ran deep—deeper, indeed, than any ideological differences between Moscow and the New World. With all this new commerce and the use of the automobile, the idea that government is somehow responsible for providing good roads is not a long-standing historical American belief. Prior to the Civil War, state governments and even localities sometimes became engaged in the building of turnpikes. However, this was most often done not so much as a statement of public policy but as a means of making money. Public corporations offered stock to investors on assumption that the roads would turn a handsome profit. In practice this hope was rarely realized. Even within the city itself the improvement of a street commonly would be done by the city, but at private expense. Property owners facing the street generally paid special tax assessments for street improvements. The assumption was that the owners would benefit from the paving both in conveniences and increased property values, and thus they should be assessed for the improvement. Only in the latter-nineteenth century did business leaders and middle-class city residents become increasingly vocal over the need for municipalities to assume the responsibility for the paving and maintenance of streets in the city. However, what finally tipped the scales in favour of paving in many communities was not the coming of the automobiles, but rather the widespread bicycle craze of the 1890s. Bicycle clubs and enthusiasts provided the extra pressure for well-paved municipal roads. #RandolphHarris 9 of 20

By the turn of the century, most large municipalities were well along in replacing gravel, cobblestone, and brick streets with asphalt. Heavily traveled streets and new roads were often constructed with concrete. Beyond the city lines was another matter. Auto travel outside of the city was a major adventure. Roads varied from improved gravel to unimproved cowpath. No national road system existed, and prior to World War I, coast-to-coast auto trips received national newspaper coverage. Completion of such difficult coast-to-coast ordeals, which commonly took months, were used by automobile manufactures to advertise the reliability of their products. Following the first World War, the U.S. Army even sent a convoy of trucks coast to coast across the United States of America to highlight the need for a national road. One of the officers leading the convoy was the then-Captain Dwight Eisenhower, who viewed the publicity stunt as a chance to see the country. The 1919 trip from Washington, D.C., to San Francisco took the army convoy sixty-wo days. In the 1950s, President Eisenhower would sign into law the bill creating our present interstate highway system. In the 1920s, responding to increasing pressure from the motoring public and an effective political lobby of auto dealers, road builders, tire manufactures, and the like, the federal government gradually accepted major responsibility for maintaining roads between major cities. In 1916 the Federal Road Act had provided funds for state to organize higher departments. #RandolphHarris 10 of 20

The 1921 Federal Road Act got the federal government directly into the highway-building business. A Bureau of Public Roads was established to plan highways to all cities of 50,000 or more, and the federal government agreed to pay half the cost of highways designated as “primary roads.” This was the effective beginning of the national highway system. Some states, particularly the more prosperous ones outside the south, also established major road-building programs of their own. The best-known and most enduring of these state plans was that of New York. The regional planner Robert Moses built a series of landscaped, limited-access parkways radiating from New York City. The regional planner Robert Moses built a series of landscaped, limited-access parkways radiating from New York City north to Westchester Country and Connecticut and east into Long Island. The first of these parkways, designed t allow New Yorkers a pleasant means to escape the city, was the Bronx River Parkway. The parkways were deigned for pleasure driving rather than businesses, so trucks and busses were banned. To prevent anyone from later changing this purpose, Mr. Moses deliberately designed the parkways to have many overpasses too low for trucks to pass under. Although today the various parkways carry several times the traffic for which they were designed, these 1920s parkways are still the most attractive routes into or out of New York City. The period between World Wars also witnessed the construction of many new bridges and tunnels. For example, virtually all of Chicago’s current bridges linking its Loop and downtown with the north and west of the city were constructed during the 1920s. #RandolphHarris 11 of 20

New York City dramatically improved its automobile access when the Holland Tunnel opened in 1927 and the George Washington Bridge opened four years later. Philadelphia’s Ben Franklin Bridge, opened in 1926, greatly simplified access to that city, while on the west coast a decade later the San Francisco Bay Bridge and the Golden Gate Bridge assured San Francisco’s continued development. The Golden Gate Bridge is today an internationally recognized symbol for San Francisco. The importance of the Bay Bridge to the economic activity of the city was dramatically emphasized in 1990 when the bridge had to be closed for months because of Earthquake damage. It is easy to forget just how dependent contemporary life is upon truck transport. Trucks in many ways did for goods what the automobile did for people. Unlike railroads, trucks were free of fixed routes and fixed schedules. Their use eliminated the necessity of being on a railway right-of-way. Trucks were far more flexible; they could make door-to-door pickups and deliveries. Motor truck deliveries were also much faster than rail for short hauls. Moreover, motor trucks had no need of elaborate terminal facilities on valuable inner-city land. Truck registrations more than tripled during the 1920s, from one to three and a half million. Although it was not recognized at the time, the breakaway from reliance on central-city rail-accessible factories had begun. As truck transport grew, a central-city rail-accessible factories had begun. As truck transport grew, a central-city plant location next to the railroad line became less of a necessity. Increasingly, the more important factor was easy access to an interstate highway. #RandolphHarris 12 of 20

During the nineteenth and early-twentieth century period of industrialization, factories had located in an inner-city industrial belt surrounding the central business district. This had occurred largely out of necessity since raw materials and goods could not be transported without rail access. Steam-driven industrial plants also relied on the trains to being the coal that powered he factories. The cost of inner-city land and congestion of an inner-city location were seen as inevitable prices of doing business. However, while moving goods by horse drawn wagon was difficult and expensive in the city, it was impossible for intercity cartage. Prior to the 1920s, there was no alternative to the railroad. The technology of the truck changed this. Trucks could easily haul five to six times the weight a wagon could, and they could do it at ten times the speed. This mean an inner-city factory or warehouse location might no longer be a necessity. This widespread use of electric motors to replace steam generators also meant that the factory no longer needed to be dependent on coal delivered by rail for its power. Electric power lines could cleanly and efficiently accomplish what previously required large coal-fed steam generators. The 1920s and 1930s, however, did not see trucks replace rail as the major form of interurban transport. That would occur after the building of the publicly funded interstate highway system following World War II. The truck’s initial advantage was in the short haul. The 1937 report of the National Resources Committee showed that motor trucks had a lower costs per mile within the first 250 miles of the city. #RandolphHarris 13 of 20

Lower equipment and maintenance costs indicated that motor cartage was superior in cost and speed for the short haul. Rail transport, however, retained a major advantage in both cost and efficiency for longer-distance travel. The longer trip, the lower cost per mile for rail transport. Also, the motor trucks of the interwar years were not able to carry the largest or heaviest loads. Nor were the highways suitable for carrying large loads at high speeds. Finally, the railroads continued to benefit from the fact that existing industrial plants were located along rail lines and from the history of shipping goods by rail. The continuation of old patterns was not seriously challenged during the Depression of the 1930s, since few new plants were built either in the cities’ industrial zones or on more peripheral locations. Only the second World War, with its demand for huge war plants that could be located on open suburban land, would demonstrate the feasibility of locating new commercial plants in peripheral locations. Our Heavenly Father and Jesus Christ have shown us by Their examples and teachings that work is important in Heaven and on Earth, and that is why transportation and home life are important to so many people. God created the Heavens and the Earth. He caused the seas to gather in one place and the dry land to appear. He caused grass, herbs, and trees to grow on the land. He created the Sun, the Moon, and the Stars. God created every living thing in the sea or on the land. Then He placed Adam and Eve on the Earth to take care of it and to have dominion over all living things. #RandolphHarris 14 of 20

The child’s mind is not simply that of a miniature adult. First, as parents, teachers, or Christian educators we may wish to be sensitive to children’s limitations. Hard as it is for the adult to appreciate, preschoolers may be forming mostly misconceptions—which must later be reversed—of the meaning of Bible stories that adults love to teach them. Young primary school children may be incapable of grasping the analogy on which the object lesson of the children’s sermon is based. When we try to pour gallon-sized concepts into pint-sized minds, we should not be surprised when our children come home and tell us about “Gladly, the cross eyed bear.” As children’s minds develop, so do their conceptions of God. They put away childish things such as their conceptions of Santa Clauslike deity—which may not be exactly what they were taught but rather what they thought they were taught. Some revert to alternative simplistic images of God and the World. “We try to domesticate God,” observes Madeleine L’Engle, “to make his might actions comprehensible to our finite minds.” Others will struggle—with the competing claims of various religions, with the problem of evil and the suffering of the innocent, with the clash between scientific findings and literal interpretations of biblical texts—and will reject their childish faith. If God’s thoughts and ways are higher than our own (as a jet flies higher than a bird), then God is to us as we are to the preschooler, only more so. Just as the preschooler cannot fathom adult logic, indeed is baffled by mysteries and paradoxes that are, perhaps, were simplicities to God. #RandolphHarris 15 of 20

Our position before God is rather like that of the occupant of a two-dimensional flatland trying to understand our three-dimensional World, or like our trying to conceptualize a World with four dimensions. Try as we might, we can no more think our way through things that are to us ultimate riddles than a four-year-old can do calculus. If God is all-powerful and all-good, then why does evil exist? (It is the classic dilemma. Either God cannot abolish evil or He will not. If He cannot, He is not all-powerful; if He will not, He s not all-good.) However, we have to live peaceably with the mysteries of faith “For My thoughts are not your thoughts neither are your ways My ways,” says the Lord. “For as the Heavens are higher than the Earth, so are My ways higher than your ways, and My thoughts than your thoughts,” reports Isaiah 55.8-9. Also, try this one: If God is the sovereign Creator and sustainer of all history, what room is there for human freedom? If there is even an ounce of human freedom, enabling history to be deflected this way or that at different forks in the road, how can God be its sovereign Lord? If, on the other hand, God is ultimately in control of everything, even of our choices, how can we humans be deemed responsible? Such issues—called contradictions by nonbelievers and paradoxes by persons of faith—are indeed troubling, but less so once we realize that if God’s thoughts and ways were like our own, God would not be God, or else we would be gods, too. Imagine a dog caught in a trap or a child with a thorn in a finger. To assist either we must ask them to trust what their limited intelligence cannot comprehend: that moving the law father back into the trap is the way to get it out, that hurting the finger more may be the way to stop it hurting. #RandolphHarris 16 of 20

We can only hope that, based on noting besides their confidence in us, the dog and the child will have faith. Sometimes, because of their unbelief, we can do no mighty works. Nevertheless, if human life is in fact ordered by a beneficent being whose knowledge of our real needs and of the way in which they can be satisfied infinitely exceeds our own, we must expect a priori that His operations will often appear to us far from beneficent and far from wise, and that it will be our highest prudence to give Him our confidence in spite of this. Make no mistake about what we are suggesting. We are not saying, “Give up the struggle, do not doubt, stop trying to turn childish beliefs into more mature ones.” The Old Testament heroes of faith were people who dared admit their bafflement, who even dared argue with God. To immediately shrug off every difficult question by saying that we cannot know God’s thoughts is not so much intellectual humility as it is a cop-out. Some baffling issues may be neither inherent contradictions nor paradoxes, but simple unresolved puzzles that will eventually yield to careful, patient analysis. However, if having pondered, searched, and struggled, we remain baffled, we can relax. To our finite minds some philosophical puzzles seem impenetrable. At such points, science may actually be an assistance to faith, both by reminding us of the immaturity of our cognition (on a divine scale) and by suggesting that irreconcbale concepts may, from our perspective, be an essential characteristic of nature. Light is a wave and light is a particle, the physicists tell us. “There are trivial truths and great truths,” said the physicist Niels Bohr. “The opposite of a trivial truth is plainly false. The opposite of a great truth is also true.” #RandolphHarris 17 of 20

After grappling with the paradoxes and contradictions of faith we are left a frightful decision. The choice is between unbelief, which sees sheer madness the divine wisdom. To love with the mysteries of faith requires that we do not demand of God that we be able to comprehend His being. We must in the last analysis accept that as the Heavens are higher than the Earth or as a mature adult’s understanding is higher than a toddler’s, so God’s ways are higher than our own. It is good to be dumped on. How often? Occasionally. Why? It is a reminder. Of what? That this is not our World; that we are exiles somewhere between this World and the next. It is all right to hope, but not to put hope in this World. It is not so bad to be lied about. How often? Every now and then. Why? It is an experience. It draws us toward humility and shields us against vainglory. By and large we Devouts are virtuous gents. However, to be vilified in the marketplace, crucified in the monastery! That is what often happens, but who knows the real story? God knows. He is our witness. He will vouch for us when the Final Times comes. What happens when a person plants oneself firmly in Go? One learns one does not have to stay far for nourishment. What happens when that same person is tried and tested or besieged with bad thoughts? One comes to understand there is nothing without God, as John has written (15.5), and that one needs more. What happens when that person cries, groans, and puts to prayer all the miseries one suffers? It wears one down to the point that one desires death to come, that “one can be dissolved and be with Christ,” as Saint Paul wrote to the Philippians (1.23). #RandolphHarris 18 of 20

One or all these calamities will help the person of goodwill to take note. Perfect Security and Plentiful Peace—these commodities cannot be had, at least in this World. However, when we feel the great power of God, there will be a transformation rather than a loss. If humans live only wholly in beneficial harmonious feelings, if one consistently rejects all negative and destructive ones, the result must certainly be that one will enjoy better health in the body as one already enjoys the best in mind des have at the very leas a limited influence upon the body. This is proven by mental shock hastening the heartbeat; by worry acting on the nervous system and affecting the flow of secretions, thus contributing towards indigestion; by violent anger raising the blood pressure. Because fear liberates toxic poisons, the expression “died of fright” may be literally true. If one emotion brings a blush of blood to the face, another takes the blood away and leaves pallor. In the first case, it has led the minute arteries of the skin to expand; in the second case, it has led them to contract. If this is what a momentary state of mind can do to the body, imagine what a persistent state can do! Intense happiness felt on hearing some important good news will start a smile on the face. Intense anxiety wrinkles the forehead and depressed the mouth; if it becomes habitual and chronic, the bowels become constipated. These two facts about wholly opposite moods are known to nearly everyone, because the line of causality is straight, obvious, and universally witnessed. What is less known because harder to discern is the third fact that selfish inconsiderate stubbornness and constant hatred create the poison of uric acid in the bloodstream and his indirectly lead to rheumatism. What is first felt mentally is also most immediately reflected physically. #RandolphHarris 19 of 20

The Old World system lists the following inner causes of functional sickness: fear and untruthfulness weaken the kidneys; anger affects the liver; depression and worry affect the lungs; excessive joy affects the heart; overactive mentality affect the stomach; timidity, indecision, and cowardice affect the liver by producing insufficient bile. Consider the life of trees. Aside from the axe, what trees acquire from humans is inconsiderable. What humans may acquire from trees is immeasurable. From their mute forms there flow a poise, in silence; a lovely sound and motion in response to wind. What peace comes to those aware of the voice and bearing of trees! Trees do not scream for attention. A tree, a rock, has no pretence, only a real growth out of itself, in close communion with the universal spirit. A tree retains a deep serenity. It establishes in the Earth not only its root system but also those roots of its beauty and is unknown consciousness. Sometimes one may sense a glisten of that consciousness, and with such perspective, feel that humans are not necessarily the highest form of life. Thou didst choose us for Thy service from among all peoples, loving us and taking delight in us. Thou didst exalt us above all tongues by making us holy though Thy commandments. Thou hast drawn us near, O our King, unto Thy service and hast called us by Thy great and holy name. And Thou hast given us in love, O Lord our God, [Sabbaths for rest,] holidays for gladness, festivals and seasons for rejoicing. Thou hast granted us [this Sabbath day, and] this Feast of Unleavened Bread, the Season of our Freedom, this Feast of Weeks, the Season of the Giving of our Blessings, this Feast of Tabernacles, the Season of our Gladness, this Eighth Day Feast of Assembly, the Season of our Gladness, as a holy convocation, commemorating our liberation from shackles. #RandolphHarris 20 of 20

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