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This magazine is an archived publication and may contain dated technical, contact, and link information. Truck-only lanes are one strategy for relieving congestion like this, which can occur on some rural interstates as well as urban freeways. For almost 40 years, transportation planners have debated the efficacy of separating traffic into lanes reserved for passenger vehicles and others kept solely for trucks. Many trucking firms are opting for larger vehicles like this tripletrailer combination truck as an economic strategy.
The debate over whether to construct additional lanes along certain interstate highways has been receiving attention recently.
Trucking advocates contend that truck-only lanes would increase the opportunities for significant improvements in the effectiveness of this freight mode, especially if longer, multitrailer trucks were allowed, as was recommended in a recent study by the Reason Foundation, Corridors for Toll Truckways: Suggested Locations for Pilot Projects. Proposals for the construction of truck-only lanes vary in design and capital cost, but three general designs have been discussed most often. One additional lane in each direction that would be limited to heavy trucks, a breakdown lane, and an additional passing lane for trucks every few miles. In principle, the concept of truck-only lanes has fairly broad appeal, but such lanes would be expensive to construct. Highway cost allocation studies, such as FHWA's 1997 Federal Highway Cost Allocation Study, provide some basis for analyzing the issue of how much of the cost might be paid by various vehicle classes. Regarding financing, truck lane proposals generally have assumed that the new lanes would be paid for through tolls.
Many questions arise about the appropriate level of tolls, which users should pay those tolls, and the extent to which tolls can cover the full costs of the facilities. However, if during the time since the existing lanes were constructed trucks have not paid their share of the costs of wear-and-tear, it could be argued that this underpayment should be deducted from any equity credit. Another argument against charging only trucks for the costs of constructing new truck lanes is that those lanes provide additional capacity to move both people and goods in the corridor. As shown in this illustration, conventional tractor semitrailers include 5-axle tractor and twin double tractor semitrailers. One method for estimating the share of the new capacity costs that should be assigned to trucks and to other vehicle classes is based on their passenger car equivalencies. Truck-only lanes might help improve traffic flow for lighter vehicles, as shown in this photo. Rather than attempting to apply a cost-based approach to the issue of the share of truck lane costs that should be paid by various vehicle classes, a more workable basis for estimating the relative cost burdens of truck-only lanes might be to consider the nature and magnitude of benefits that the two groups of users would be likely to derive if truck-only lanes were constructed. Second, with lower traffic volumes in the lanes they would occupy, trucks could operate more efficiently Reduced need for braking, accelerating, and overtaking would decrease per-mile operating costs. Third, the added capacity would help alleviate congestion, thereby reducing travel time and the uncertainty of arrival time. Timely and reliable trucking is essential to an economy in which businesses keep inventories low and use just-in-time delivery to keep costs down and maintain responsiveness to customers. Fourth, the argument for greater use of LCVs would be strengthened because they would not need to operate in the same lanes as passenger vehicles. Somewhat different approaches are needed to estimate the benefits to occupants of passenger vehicles versus operators of heavy trucks.
Truck-only lanes could accommodate triple-trailer combination trucks like these two in Oregon, where LCVs are allowed.
The Bambe and McMullen analysis has the advantage of not being hypothetical because triple-trailer trucks are allowed in that State, so respondents were familiar with the circumstances addressed in the study. The New Jersey Turnpike is a potential case study of revealed preference regarding travel choices by operators of passenger vehicles in auto-only and auto-truck lanes. A nine-axle, twin 15-meter (48-foot) trailer truck (turnpike double) with a gross vehicle weight of 57,840 kilograms (127,400 pounds) would be 23.8 percent more productive.
In The Feasibility of a Nationwide Network for Longer Combination Vehicles, published by USDOT in 1986, D.J.
Estimating the potential benefits to users of general-traffic lanes and to operators of heavy trucks provides one basis for assessing the relative amount that users of those lanes should contribute toward the cost of new truck lanes.
Another question related to the use of tolls is whether a credit should be given for fuel taxes paid on travel that is also tolled. To raise the necessary capital for constructing the truck-only lanes, a State probably would choose to issue revenue bonds, which would be secured mainly by future toll revenues.
In this scenario, it is assumed that bonds would be issued to cover the share of the capital cost to be defrayed by tolls paid by large trucks.
Another scenario would require passenger vehicles traveling in the general-traffic lanes to pay tolls, just as large trucks operating in the truck-only lanes would.
In short, the occupants of the passenger vehicles would be offered a higher quality service with the addition of truck-only lanes, and they would be asked to pay a premium for this higher quality service. As discussed, the cost of truck-only lanes could reasonably be assigned to passenger vehicles and to large trucks based on the relative benefits each group of road users would derive. The capital for constructing truck only lanes like this one in Oregon is most likely to come from issuing bonds that are repaid by revenues from tolls paid by passenger vehicles and trucks. In a 2004 study for the Virginia Department of Rail and Public Transportation, The Impact of Tolls on Freight Movement for I-81 in Virginia, Reebie Associates estimated the likely diversion if truck-only lanes were established on I-81. The Reebie analysis did not consider the potential for LCV use of the truck lanes since LCVs were not part of the Commonwealth of Virginia's plan. Researchers for the Virginia Department of Rail and Public Transportation studied the likelihood of truck companies diverting to other routes if truck-only lanes were established on congested I-81 in Virginia, shown here in Roanoke County north of Salem. As noted above, operators of heavy trucks stand to gain economically from truck-only lanes. Increased productivity for trucks traveling in truck-only lanes would stem from two separate but related sources: reduced costs due to traveling on the improved facility and the possible use of LCVs, which can enhance trucking productivity.
Samuel and his colleagues further suggested that the toll assessed to LCVs operating in truck-only lanes should be half of the productivity gains experienced by the trucking firm by virtue of their being allowed to operate LCVs in the relatively unencumbered truck-only lanes. The authors' analysis of potential productivity gains led them to conclude that a per-mile toll of up to $1.50 would be possible, which would amount to half of the productivity gain. Adding truck-only lanes to existing highways would be expensive enough that State and local DOTs are unlikely to find sufficient resources to fund them using traditional sources, such as a State's road-use tax fund. The above analysis suggests that truck operators would receive the majority of benefits from truck-only lanes and ideally should pay the preponderance of costs.
For the official version of the regulations, consult the original documents on file with the Registry of Regulations, or refer to the Royal Gazette Part II. Please check the list of Regulations by Act to see if there are any recent amendments to these regulations filed with our office that are not yet included in this consolidation. Although every effort has been made to ensure the accuracy of this electronic version, the Registry of Regulations assumes no responsibility for any discrepancies that may have resulted from reformatting. Today, two principal objectives underlie the argument for designating special-purpose or managed lanes on interstates. Truck-only lanes are a way to separate large trucks like this one from light passenger vehicles, increasing safety while reducing congestion.
These lanes would be separated from existing lanes, which would be limited to passenger vehicles, by barriers. Where feasible, the added lane would be located in the median, with a concrete barrier separating traffic flowing in opposite directions. The right lane in each direction would be limited to trucks, the left lane to other types of vehicles, and the middle lane could be used by both groups. The most extensive designs minimize interactions between heavy trucks and other vehicles, implying the need for constructing special entrance and exit ramps.
Poole and Samuel estimate that, in general, constructing a truck-only facility alongside an existing rural interstate would cost approximately $2.5 million per lane-mile (about $10 million per route-mile for two lanes in each direction), plus land acquisition costs, if applicable.
Those studies estimate the cost responsibility of different vehicle classes, including the relative infrastructure wear-and-tear that each vehicle type occasions per mile traveled on various classes of roads and each vehicle's relative contribution to the need for new capacity. This is true for truck lane proposals in California, Virginia, and the Trans-Texas Corridor in Texas. A central issue in considering financing options for truck lanes is the relative portion of costs that should be paid by trucks that use the special-purpose lanes and by other vehicles that continue to use existing lanes. A rather complex accounting of costs and credits would be required to determine how much, if any, credit for trucking firms should be applied.
Even though only trucks would be using the new lanes, vehicles using the existing lanes would face less congestion.
The concept of passenger car equivalents is used by traffic engineers to estimate the relative use of highway capacity by different classes of vehicles. First, the firms would be far less exposed to the risk of car-truck crashes, many of which result from errors on the part of passenger-vehicle drivers. If longer combination vehicles (LCVs)-longer twin-trailer or three-trailer combination trucks with gross weights of up to 68,100 kilograms (150,000 pounds)-were allowed in truck-only lanes, as has been proposed by Poole and Samuel in their Reason Foundation report, the total number of trucks required to carry a given quantity of freight could be reduced. This explains in part why the value of time for trucks is much higher than for passenger travel.
Most States and USDOT currently oppose more widespread use of LCVs on existing highways, but if such vehicles were restricted to exclusive truck lanes, some of the basis for this opposition might be eliminated. Because the acceleration and braking performance of trucks is much lower than that of most passenger vehicles, removing trucks could substantially improve the flow of segments with heavy traffic. For passenger vehicles, the issue is willingness to pay to enjoy the aforementioned benefits of driving on highways without trucks. Starr McMullen explored the amount that operators of passenger vehicles would be willing to pay to have trucks moved to separate lanes.
This facility has barrier-separated lanes that are available only to autos and other lanes that are open to autos and other types of vehicles, including heavy trucks.
Maio estimated that for volume-limited cargo, a national LCV network would allow 23 to 42 percent productivity gains, while for weight-limited cargo the increase in productivity would be about 17 to 32 percent. Or, as Virginia is considering, the State could allow a private-sector firm to finance part of the improvement cost and collect toll revenues to repay private debt and equity contributions.
The share of capital costs to be covered by passenger traffic would be paid from the State's road-use tax fund. Tolls paid by passenger vehicles would be justified on the basis of motorists being able to travel with faster and more consistent speeds, without the safety risks due to heavy trucks operating in the same traffic stream, and with the more relaxed environment made possible by the elimination of large trucks from passenger vehicle lanes. Motorists have been very reluctant to pay tolls on lanes that previously were not tolled, and it may be difficult to obtain support for this scenario unless motorists are willing to pay for having trucks shift to the new truck lanes. Estimates of toll rates are possible through analyses of the benefits and by application of approaches such as contingent valuation analysis, which are aimed at gauging how much various road users would be willing to pay for the separation of heavy trucks into different lanes. If a trucking firm believes that the economic benefits of traveling on a highway with truck-only lanes are not commensurate with the magnitude of the toll for using the facility, the company will search for an alternate route that entails lower overall costs. Their modeling effort led them to conclude that to a point, the numbers of heavy trucks that would divert from a truck-only facility are approximately linear with the cost of tolls per mile. The exact toll rates that would be optimal would vary from case to case depending on the proximity and quality of alternative routes and the other factors noted above.
If LCVs were being considered, another potential type of diversion that could be a concern is diversion of rail traffic to LCVs. One way to estimate a reasonable toll rate would be to estimate total gains that typical trucks realize from use of the toll lanes, to allow operators of those trucks to keep a certain portion of that gain, and to require that they pay the remainder to the public- or private-sector organization that constructed the improvement.
In a 2002 report for the Reason Public Policy Institute, Toll Truckways: A New Path Toward Safer and More Efficient Freight Transportation, Peter Samuel, Robert W. Their reasoning is that a 50-percent productivity gain is a reasonable return to trucking firms, given that in many instances new rolling stock would have to be procured, and because LCVs would have to be broken down into shorter rigs once off the special facility.

Whether the toll for heavy trucks should be set at half of the productivity gains or at some other level is an open question.
Furthermore, the LCV freeze instituted in the Intermodal Surface Transportation Efficiency Act of 1991 currently prohibits expanded LCV operations. Unless the traffic stream contained a sufficient number of heavy trucks, the toll levels for these special-purpose lanes may be high enough to prompt significant diversion of truck traffic to nontolled facilities. Forkenbrock is the director of the Public Policy Center at the University of Iowa, where he also is a professor of urban and regional planning and of civil and environmental engineering. He manages a multidisciplinary team of economists, engineers, and transportation specialists who conduct a broad variety of transportation policy studies on topics such as public-private partnerships, highway finance, highway cost allocation, the Federal role in surface transportation, strategic multimodal freight analysis, and impacts of highways on economic productivity.
Why not acquire one of these versatile wood products and recycle it into something useful that you and your family can enjoy for years to come? Most rural interstates are unlikely to meet those conditions, suggesting that truck-only lanes are likely to be a cost-effective solution only when traffic volumes are comparatively high, with a sizable presence of heavy trucks. The cost would vary considerably, depending on right-of-way availability, topography, the need for overpass reconstruction for heavier gross vehicle weights, number of entrance and exit ramps needed, and a host of other factors. Cost allocation studies have not addressed the issue of truck-only lanes and do not capture all the issues that should be reflected in decisions on how to share improvement costs among the different users. Some studies have assumed that only trucks using the new truck lanes would pay a toll, others have assumed that all vehicles would pay a toll, and yet others have left that question open, recognizing the controversial nature of the issue. Because trucks are longer and have poorer acceleration than automobiles, their contribution to congestion is greater than that of automobiles and other passenger vehicles. In 2001, according to the National Highway Traffic Safety Administration's Fatality Analysis Reporting System, 631 fatalities resulted from collisions involving combination trucks on noninter-change sections of rural interstate highways.
The reduction in potential truck travel would depend on a number of factors, including how extensive a truck lane network was in place, what regulations were imposed on LCV use off the truck lanes, and the toll rates charged for LCVs and other trucks operating on those facilities. With projected growth in vehicle miles traveled on rural interstates, congestion will grow, absent capacity increases, and trucking firms' costs will increase. For trucking firms, the benefits are related to productivity improvements, although the gains are net of the cost of acquiring LCVs.
According to the Federal Motor Carrier Safety Administration's Large Truck Crash Facts 2003 (FMCSA-RI-04-033), published February 2005, of all crashes involving large trucks and passenger vehicles, 84 percent of the fatalities in 2003 were passengers in vehicles other than the large truck. It is not unusual for relatively small passenger vehicles to be boxed in by trucks in front, behind, and alongside them. Using contingent valuation analysis, a method for estimating nonmarket prices, they found that motorists would be willing to pay about $35 (1995 dollars, equating to approximately $41 in 2004 dollars) annually to remove triple-trailer combination trucks from Oregon's highways. As a practical matter, it usually is difficult to accurately estimate willingness to pay for goods or services that are not currently available because there is no functioning market. As noted above, most States that are considering truck-only lanes are assuming those lanes would be paid for at least in part by tolls. Regardless of whether public or private financing was used, if tolls were levied, they would still apply to some or all users of the facility. The road-use tax fund in most States depends on general-user charges (primarily motor fuel taxes and registration fees).
Reebie estimated that toll levels above $0.20 per mile would bring about sufficient diversion that such tolls would be counterproductive. Diversion of traffic from truck-only lanes on the interstate system to other routes could have undesired impacts on those other routes. The extent of potential rail diversion would depend on many factors, but railroads can be expected to raise concerns about rail diversion if LCVs were allowed on truck-only lanes. Poole, Jr., and Jose Holguin-Veras estimated productivity gains to trucking firms that could be attributed to allowing LCVs to operate on a national system of highways. Within a given firm, multiple varieties of trucks would be required to operate on these and other facilities. The same kind of productivity analysis could be carried out assuming that only standard-sized trucks would be allowed on the truck lanes.
In terms of financing, the central policy questions are who should pay these tolls and how high the tolls should be. Allowing LCVs to use the truck-only lanes, as has been proposed by Poole and Samuel, could enable public- or private-sector operators to charge higher tolls while limiting the diversion of truck travel to alternative roads.
His research interests include methods for estimating the economic effects of transportation investment options and approaches for financing transportation facilities and services. Below we have 64 different pallet recycling ideas to show you different possibilities that can be created with a wood pallet. The second is to create lanes on urban freeways that are reserved for high-occupancy vehicles and exclude trucks.
In The Freight Story: A National Perspective on Enhancing Freight Transportation (FHWA-OP-03-004), the Federal Highway Administration (FHWA) estimated that freight truck vehicle miles traveled will increase by more than 70 percent by 2020. Albert in Preliminary Assessment of the Feasibility of an Exclusive Truck Facility for Beaumont-Houston Corridor and F.L. The 1997 Federal Highway Cost Allocation Study used passenger car equivalents as a factor in assigning new capacity costs to different vehicle classes. It should be stressed, however, that it is unlikely congestion will be widespread on rural interstates in the foreseeable future, according to an article by W.G.
The great differential in size and mass generally places the occupants of the passenger vehicle at a major disadvantage in such collisions.
If all vehicles in the general-traffic lanes were roughly the same size, there would be less stress on those motorists who are nervous about sharing the road with large trucks. Contingent valuation is an especially appropriate approach for gauging benefits because it involves asking participants about their willingness to pay for changes in goods or policies. In hypothetical situations, there can be a tendency for people to misstate their willingness to pay either because the situation is not one with which they are sufficiently familiar or because it may not be in their best interest to express their full willingness to pay. Once a decision is made to pay for the new lanes through tolls, a further question is whether existing lanes carrying passenger vehicles also should be tolled or should only the truck lanes be tolled? General-user charges paid into the road-use tax fund by large trucks would be used for operation and maintenance (O&M) of the truck-only lanes. The magnitude of these impacts would depend on the characteristics of the diversion route(s) and the surrounding land uses. Using a specific set of conditions, Samuel and his colleagues estimated gains from operating on a truck-only facility that allows axle loads 50 percent higher than those currently allowed in the United States. Productivity gains would be lower and thus the maximum toll that could be charged would be lower, but such a scenario still might be feasible in some locations. There are many obstacles, however, including legislative and environmental issues, to allowing LCV use, even if those vehicles were limited to dedicated truck lanes. But traffic on many interstates has already become congested, and in some cases large trucks constitute a significant portion of this traffic.
The Transportation Research Board (TRB) in its 2003 report, Freight Capacity for the 21st Century, called on the U.S.
Mannering in Truck Restriction Evaluation: The Puget Sound Experience argued that the benefits of truck-only lanes go beyond operational gains for trucking firms and include traffic safety improvements, reduced conflicts, and lower maintenance costs on general-traffic lanes. Reduced involvement in serious crashes would be an economic benefit to the trucking industry. Department of Transportation's (USDOT) Western Uniformity Scenario Analysis: A Regional Truck Size and Weight Scenario Requested by the Western Governors' Association estimated that allowing uniform LCV use throughout a group of Western States could result in a 25-percent reduction in truck travel, but travel reductions on a smaller network of truck-only lanes would not be expected to result in as great a travel reduction. The value of reliability (that is, the cost of unexpected delay) is another 50 to 250 percent higher than these values of time. Thus, separating trucks from passenger vehicles could substantially improve the safety of passenger vehicle travel because approximately 12 percent of all passenger vehicle occupant fatalities occur in crashes with heavy trucks.
Also, there is no consequence of making a statement about one's preference because of the hypothetical nature of the situation. Answers to this question will in part determine the extent to which tolls can cover the full cost of the added lanes or whether other revenue sources will have to be tapped as well. The first would involve toll payment only by large trucks, and the second would entail payment of tolls by passenger vehicles as well.
An alternative not examined in detail in this article would be to have truck tolls cover not only trucks' share of capital costs, but also their share of O&M costs.
In general, diverting truck traffic from interstate highways to lower order roads will increase potential safety problems, pavement wear, and traffic disruption. Under those conditions, the authors concluded, a $3.04 per vehicle-mile increase in productivity could result for an LCV that is 37 meters (120 feet) in length with a maximum gross weight of 79,450 kilograms (175,000 pounds) and an average cargo weight of 29,964 kilograms (66,000 pounds). Under these conditions, would it make sense to separate this growing truck traffic from lighter vehicles with truck-only lanes Several States, in fact, are considering truck-only lanes, but the costs could run into the billions.
Moving heavy trucks to separate lanes could also improve the comfort and convenience of those traveling in passenger vehicles. The effects of recurring and nonrecurring delay discussed in Chapter 21 of the FHWA report to Congress, Status of the Nation's Highways, Bridges, and Transit: 2002 Conditions and Performance Report, are thus greatly magnified for trucking and therefore for the role that trucking plays in the economy. Depending on the nature of the project, it might also be possible to cover part of the cost from other private-sector beneficiaries that own and develop land adjacent to the new truck lanes, but current truck lane proposals are not looking at such options. More precisely, how should the costs of constructing and operating those lanes be distributed among the users of special-purpose and general-purpose lanes? I know that your love will last for all time, that your faithfulness is as permanent as the sky. 15: But you, O Lord, are a merciful and loving God, always patient, always kind and faithful. Having a high ceiling gives you the opportunity to build and add a loft to your existing home. 8: But God has shown us how much he loves us a€“ it was while we were still sinners that Christ died for us!Hebrews 13, vs. Having a Murphy bed is great for a guest room or your bedroom as it can be stored in the wall. You can by building this bed yourself and adding a string of LED rope lights to the bottom. I would come home from work and plop myself in the chair for A? hour or so, wash up, change my clothes and eat dinner. The wood for this project will cost around $300 dollars depending on where you purchase it from. I can count on my one hand the number of times I played ball with my boy or took my daughter shopping. I feel sorry for my children for not being there for them and sorry for my wife because she raised the kids pretty much on her own and she did a great job of it. I am sorry for myself also because the moments that I missed with my children can never be recovered.
I thought I was doing my best by beingA a goodA provider but in my older wisdom I know that being a Dad was the most important thing they needed. He created us, molded us, watches over our lives, provides for us, and when we die He brings us into His kingdom. It was customary at that time for Rabbis (Jesus was onea€”it meant teacher) when they were among a crowd to say the first verse of a Psalm.
What He most likely was doing was wanting the rest of the people, and us, to say the rest of the Psalm. Kendall===============================================================================Pastor Pop-Pop June 12, 2010. Lost loves, friends, jobs, disagreements with others, death of relatives, and depression are just some of the reasons we lose pride and hope in one self.

We could go on with this forever so today I am just addressing those qualities in single people.
With single people, it could just be the problem with finding the right a€?someonea€? to love. The delay or loss of a past love (among other things) could send someone spiraling downward into a loss of respect for themselves. Nationally, there are 85.6 unmarried men for every 100 unmarried women and the birthrate is approximately 53% women over men.
They have the a€?TV-ADa€? looks, drugs, drinking, sex, and instant communication (cell and text).
Some people give up on themselves and become self destructive with over eating and drinking or hibernation. From a mana€™s perspective, if a man is looking for a quick date, sex, or just a temporary girlfriend he will frequent a bar.
If a man is looking for a long term loving relationship or wife, he will look around church, a library (or book store), coffee bars, or social groups. Dona€™t settle on things that go against you conscience whether it is with yourself or a mate. People with multiple divorces fail in relationships, drinkers are good drinkers, abusers (physical or mentally) are just abusers and players, and cheaters are cheaters. People rarely change and never enter a relationship with the thought that you can later on change that person to your expectations. If a person you care for ever poses this statement ----- A a€? If you want me (or love me) you need to do a€?this or thata€™.a€? ----- then walk away and dona€™t look back. The following religions or faiths consider Jesus as an enlightened spiritual teacher: Jehovaha€™s Witnesses, Mormonism, Unification Church , Christian Science, A? of all Wicca, New Age, Nation of Islam, Bahaa€™i World Faith, Hare Krishna, Hinduism, some of Judaism, and Islam.
It is funny that all these listed above recognize him as a great spiritual teacher but do not follow His teachings. The other half of Wicca, Transcendental Meditation, Scientology, and Buddhists either do not mention Him or He is not important to their way of thinking. Genesis Chapter #1 in part of verse 2 says, a€?and the Spirit of God was moving over the watera€?. He won trophies for the best in class in New York State for horseshoes and archery (before compound bows) for several years running. He hunted and fished and always, it seemed, brought back his limit no matter what game, fish, or bird was in season. He joined the Navy Sea Bees in WW2 and ended up getting drafted in the Marine Corps on an Island in the Pacific during the conflict.
The only way there is through His Son Jesus so I accept Him as my Lord and Savior and try my best to follow His ways. A ====================================================== ==============================================Note: If you have not seen the movie "Left Behind" with Kirk Cameron, now would be the time.
Well to begin with; this promise from God is only for believers and followers of Jesus Christ.
Paul was talking about believers and inserted the condition of a€?for those who love Goda€?. You see, when you accept Christ as your Lord and Savior and ask for forgiveness and confess to Him your sins --------- you are washed clean with the blood of Christ. However, sometimes you carry the baggage of the memories of those sins in your mind and heart. This verse in Romans assures you that your guilt is unjustified because God will make it turn out in the end for good. Jesus did not promise that this life would be easy but that He would walk through those troubled times with you. Although it was a good one, it caused me much stress and sometimes aspects of it violated my conscience.
I do believe that God is making this bad thing turn out to be good and I think He has a better job for me in the near future. If you believe in God and love Him and believe in His promise, these too will turn out for the better. And leta€™s not forget that even though what his brothers did was a€?wronga€?, God made it into good when Joseph forgave them and helped them. His promise does not make wrong right but makes it turn out into something good for his glory, for us believers.
We know that Jesus will walk with us through the valley but God will get us to the mountain top when we get through it. I am sure there are many stories out there of how this verse helped many people weather their storms. Kendall============================================================Pastor Pop-Pop July 31, 2010.
Do not make for yourselves images of anything in heaven or on earth or in the water under the earth. Do not bow down to any idol or worship it, because I am the Lord your God and I tolerate no rivals. I bring punishment on those who hate me and on their descendants down to the third and fourth generation. It tells us His personality, words, likes, dislikes, rules, commands, pleasures, and all the things he has done.
So any god or image of him that does not conform to or match the one described in the Bible (the word of God) is not the God of Israel that we are to worship.
Let us be clear that making images of anything is not a violation of the commandment but actually worshiping it as a god. Some churches within the body of Christ have pictures or statues of saints or even Jesusa€™ mother.
That is not a violation unless the statue (or the person) a€?itselfa€? is being worshiped as a god or the statue is believed to have some sort of power within itself.
Wearing a Jewish star or a cross is also not a violation unless the emblem itself is worshiped. If they are decorations that is OK but if you actually place or believe some hope or faith of luck in them, it is a violation of the commandment. People now seem to create their own god to worship in a€?their own minda€? and not within the scope of the Word of God (the Bible). The one I hear the most is, a€?I am a good person so that is all that is needed to go to Heaven and be saved.a€? That is not what the Bible tells us. Matthew 7:21 (ESV) says, a€?Not everyone who says to me a€?Lord Lord,a€™ will enter the kingdom of heaven, but the one who does the will of my Father in heaven.a€? What is the will of the Father?
People go around saying god is this or god is that or that is a€?not what I believe ina€™ but if their beliefs are not in line with the Bible, they are in violation of the first commandment. God is OK with working on a Sunday (or having your place of business open), God is OK with Homosexual and Gay behavior, I dona€™t have to go to church and worship Him, I dona€™t have to give, I dona€™t have to forgive everyone, it is OK to kill unborn babies, He is OK with pagan rituals, I can be rude to people, God did not make the earth a€“ and on and on and on. The pastor said that this church was saying the Holy Spirit told them this was OK but another church said that the Holy Spirit was against this and yet another one had a different view point from the Holy Spirit.
We all violate them in some way or another but that is why Jesus died on the cross to wash us clean in His blood and absolve us of our faults. He scribed it on stone tablets and gave them to Moses on the mountain top to give to His people. That is the translation that she likes to use.===============================================================Thou shall have no other gods before me.
You shall not make for yourself an idol in the form of anything in heaven above or on the earth beneath or in the waters below. You shall not bow down to them or worship them; for I, the Lord your God, am a jealous Goda€¦a€¦a€¦a€¦a€¦a€¦a€¦a€¦. Leta€™s take one at a time and discuss:We discussed this command last sermon (review if you want to). Have you ever created another God in your mind or worshiped another god of a different religion or faith? Jesus said that if you even lust in your heart (or mind) for another that you violate this commandment. Covet is defined in the NIV dictionary as: To want for yourself something that belongs to another person. Whether you take it or not, take it and not return it, or just desire it ---- you have violated this commandment. If you believe in Jesus and accept Him as your Lord and Savior, you are forgiven of your sins and you are washed in His blood clean and white as snow.
A Timothy McVey the mastermind on the Oklahoma bombing defied God and declared that he alone was the a€?master of his destinya€?. A ==============================================================================Pastor Pop-Pop August 24, 2010.
Having a good relationship with your spouse, family, friends, or co-workers is usually based on a good two way conversational attitude.
To render Him praise and glory through prayer, actions, good deeds, following His laws and commandments, and accepting Jesus as our Lord and Savior.
He knows what we need before we ask but He likes to hear it from us also with some praise and worship attached. Your Mom knows you need food and gives you healthy meals but approaching her and asking for a snack also tells her you would like some cheese doodles too. Prayers can be from a book, made up by you, from the Bible, or just general conversation between you and God. They can be on your knees by your bed, in Church, or just during every day activities or work. I try to concentrate not on an earthly or worldly fixture or thing but temporarily close my eyes (not while driving) or look up when I talk to Him. I find one (or a paragraph or verse) that I derive comfort from and say it as a special prayer to the Lord.
What can flesh do to me?Psalm 121(NLT): I look up to the mountains-does my help come from there?
Go to a good book store and page through some and see which ones are comfortable for you personally. They are good Bibles but one is paraphrased and one is in a so called modern language that, for me, does not read real well.
I highly recommend The New Living Translation (NLT), The New Century Version (NCV), or the New American Bible (NAB).
The first two are used a lot with Contemporary Christian Churches and the third contains extra books as it was designed to meet the needs of Catholic Christians. I also like the Good News Translation (GNT).A It is important that you like it and are comfortable with it.

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  2. | Lelli — 23.11.2015 at 23:36:11 Lower-case word, or words separated i'm sure they will be happy relevance of containers is not what they.
  3. | AURELIUS — 23.11.2015 at 10:44:28 Strether has been blogging, managing online small, round.
  4. | eldeniz — 23.11.2015 at 10:24:11 For train wood, vinyl and metal exteriors conditioner.
  5. | Daywalker — 23.11.2015 at 23:23:39 (13.7?m) containers as 2 TEU rather than.