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The latest e-reader to hit the market has no internet connection. There are no apps. You can’t download any book you want. There’s definitely no camera.
Just about all you can do on it is read any of its 300 preloaded books.
This is an e-reader for a very niche market: bored sailors on Navy submarines.
“It’s a little funny to be rolling out a new tech product that’s a couple generations behind,” jokes Nilya Carrato, program assistant with the Navy General Library Program.
Subs are cramped quarters. Most have a small library on board with 25 paperbacks. So, the Navy wanted a device that could hold far more, take up less space, but not pose a threat to security. That’s why it has no wireless connection or camera.
The priorities in its development were “Ensuring security, durability, and really access to all of the titles that they want,” says Ralph Lazaro, vice president of digital products at Findaway World, the Ohio company building the device.
And, like any new tech product, it needed a catchy name. The Navy first tried NR, for Navy Reader. Then, they thought Navy eReader, or “Ner” for short. Eventually, Carrato says, it clicked, and they came up with NeRD, for "Navy eReader Device".
“‘Nerd’ definitely doesn’t have the stigma it used to,” Carrato says.
For now, the Navy has ordered 385 NeRDs. They cost $3,000 a piece, but most of that pays for the book titles. The Navy says the devices’ costs are minimal.
The NeRDs have a mix of fiction and nonfiction, from best sellers to Pulizer winners. The Adventures of Cavalier and Clay is on board.
Submarine sailors are allowed to bring along smartphones and Kindles, but there are restrictions on where devices with cameras can be used on board, and they must have their wireless connections disabled.
“A submarine is a secure environment,” Carrato says.
The NeRD is designed to expand the on-board library and give sailors options when they run out of their own books and downloads on long assignments.
Wholesale food prices are soaring and consumers are still struggling in a challenging economy. That puts grocery stores in rather nasty bind.
“Retailers face that challenge as to whether to pass it on to consumers or suck it up and take lower margins,” says Timothy Richards, professor at Arizona State University’s Carey School of Business.
Profit margins in the grocery business aren’t that high in the first place. They’re generally around 1-2 percent. Even with these razor thin margins, grocers work hard to keep prices consumers pay low. With so many Americans unemployed or underemployed, stores that raise prices risk losing shoppers.
“We’re seeing consumers at an all-time high in thriftiness,” says Rich Nanda, principal at Deloitte Consulting. “They’re really trying to stretch every penny.”
Retailers worry that this may be a permanent shift. In Deloitte’s recent survey of food shoppers, 94 percent agreed with the statement “even if the economy improves, I will remain cautious and keep my spending at its current level.”
Mark Garrison: When stores have to pay more for food, something’s gotta give, says Arizona State University business professor Timothy Richards.
Timothy Richards: Retailers face that challenge as to whether to pass it on to consumers or suck it up and take lower margins.
And profit margins aren’t high anyway, says Boston College marketing professor Kathleen Seiders.
Kathleen Seiders: Around 1%, 2%, sometimes even lower.
Even so, stores must keep the price we consumers pay low, or risk losing shoppers.
Rich Nanda: We’re seeing consumers at an all-time high in thriftiness. They’re really trying to stretch every penny.
Rich Nanda with Deloitte Consulting says grocers could try pushing their cheaper store brands harder. They may have to, as the firm’s latest research on shoppers shows this thrift is not temporary.
Nanda: 9 in 10 told us that they’re not gonna change if and when the economy improves.
In any event, food prices will likely rise further this summer, at which point most retailers will have to pass more of the cost onto us. I'm Mark Garrison, for Marketplace.
In Jersey City and other towns along the Hudson, home-grown capitalists have wiped out the urban ritual called waiting for the bus.
Private operators jam commercial streets with mini-buses— and in turn spark new issues. (Think: traffic jams.) Longtime complaints peaked last summer, when a wayward bus killed a baby girl, and the state created new regulations, which take effect next year.
Meanwhile, to hear Haroun Khan tell it, most drivers regulate themselves. He drives part-time, but today he’s a passenger. Sitting near the front of a jitney heading down Bergenline Avenue, he explains to a fellow-rider how drivers keep out of each other’s way.
“They try to keep two or three traffic lights before or ahead," he says. "Wait, see what he did? There’s a bus behind him. So he’ll skip that passenger, try to get the space, and he’ll pick the other passengers up. So that way, they can both make money.”
People call the buses jitneys, collectivos, immi-vans. They’ve got maybe 20 seats. They charge less than New Jersey Transit buses. They stop on any corner when a passenger hails. And they always make change, something New Jersey Transit drivers will not do.
They’ve been driving through towns like Jersey City, Weehawken, and Bergen for decades. And they’re still growing, 40 percent just in the last four years, according to regulators.
Big operators rent out branded buses to drivers like Pasquale Gomez. At the end of his route, he waits in line for a dispatcher to call his turn.
He pays$100 a shift and buys the gas. Asked how much he makes, he says, “Well, it depends, man. Today, I don’t have a dime for me yet.”
He plays by the rules. Waiting for a dispatcher to call his turn, he says, “Sometimes we’re here maybe 20 minutes. Sometimes an hour.”
Nicholas Sacco, the state Senator who sponsored the new regulations, seems surprised when he hears about Gomez’s situation.
“If they were all that organized, maybe we wouldn’t have needed the bill,” he says. “We had no desire to get rid of the omnibuses. Just to make them safe.”
The new regulations include higher insurance minimums— $1 million — and a hotline for riders to report anything unsafe.
Many of the jitneys fall under federal regulation— taking passengers back and forth to Manhattan, that’s interstate commerce. Anne Ferro, who runs the Federal Motor Carrier Safety Administration, doesn’t expect tighter regulation to slow business.
“It’s a supply/demand situation,” she says. "Trucks and buses are like water: They will always find a way through.”
Pasquale Gomez would like to see things more tightly regulated, even if it meant fewer buses.
“We are too many,” he says, “going up and down like crazy. That will make us doing things we don’t want to do.”
Meaning: Not all drivers follow the rules.
“They have three blocks to work on, they want five,” he says. So greedy drivers block the way for other buses, slowing up traffic in the process.
And misbehavior begets misbehavior— or at least, aggressive driving. “I see him doing that to me—playing games— and what am I going to do?” he says. “I’m not going to stay behind him.”