Diesel Power Quotes

Diesel grinned. “You have a choice. You can be the stupid inferior female or the stupid powerful female.” “How about if I’m just myself?” Diesel glanced at Ranger. “I’m not going to touch that one.” Ranger shook his head. “I’ll pass.” “Funny,” I said. “Very funny.

People nowadays seemed to resent the railroads for abandoning romantic steam power in favor of diesel. People didn't understand the first goddamned thing about running a railroad. A diesel locomotive was versatile, efficient, and low-maintenance. People thought the railroad owed them romantic favors, and then they belly ached if a train was slow. That was the way most people were—stupid.

Cars are empowered by either petrol or diesel or gas. That is their fuel. I don't care whether you want to pour pepper soup or orange juice into that car... It can't work! You can't live without intrinsic and extrinsic motivations and move forward

Well, imagine you are alone in a room. The lights are down low, you’ve got some scented candles going. Soothing New Age tunes, nothing too druid-chanty, seep out of the hi-fi to gently massage your cerebral cortex. Feel good? Are you the best, most special person in the room right now? Yes. That’s the gift of being alone. Then a bozo in a CAT Diesel Power cap barges in. What’s the chance that you are the best, most special person in the room now? Fifty-fifty. If you both were dealt two cards, those would be your odds of holding the winning hand. Now imagine ten people are in the room. It’s cramped. You’re elbow to elbow, aerosolized dandruff floats in the air, and the candle’s lavender scent is complicated by BO tones, with a tuna sandwich finish. What are the chances you’re the best, most special person in the room? If you were handed cards, you might expect to be crowned one time out of ten. People, as ever, are the problem. The more people there are, the tougher you have it. Just by sitting next to you, they fuck you up, as if life were nothing more than a bus ride to hell (which it is). But what if you moved to another seat? Changed position? Your seat is everything. It can give you room to relax, to contemplate your next move. Or it might instigate your unraveling.

The principal reason for this limited mastery of materials was the energy constraint: for millennia our abilities to extract, process, and transport biomaterials and minerals were limited by the capacities of animate prime movers (human and animal muscles) aided by simple mechanical devices and by only slowly improving capabilities of the three ancient mechanical prime movers: sails, water wheels, and wind mills. Only the conversion of the chemical energy in fossil fuels to the inexpensive and universally deployable kinetic energy of mechanical prime movers (first by external combustion of coal to power steam engines, later by internal combustion of liquids and gases to energize gasoline and Diesel engines and, later still, gas turbines) brought a fundamental change and ushered in the second, rapidly ascending, phase of material consumption, an era further accelerated by generation of electricity and by the rise of commercial chemical syntheses producing an enormous variety of compounds ranging from fertilizers to plastics and drugs.

Ireland, like Ukraine, is a largely rural country which suffers from its proximity to a more powerful industrialised neighbour. Ireland’s contribution to the history of tractors is the genius engineer Harry Ferguson, who was born in 1884, near Belfast. Ferguson was a clever and mischievous man, who also had a passion for aviation. It is said that he was the first man in Great Britain to build and fly his own aircraft in 1909. But he soon came to believe that improving efficiency of food production would be his unique service to mankind. Harry Ferguson’s first two-furrow plough was attached to the chassis of the Ford Model T car converted into a tractor, aptly named Eros. This plough was mounted on the rear of the tractor, and through ingenious use of balance springs it could be raised or lowered by the driver using a lever beside his seat. Ford, meanwhile, was developing its own tractors. The Ferguson design was more advanced, and made use of hydraulic linkage, but Ferguson knew that despite his engineering genius, he could not achieve his dream on his own. He needed a larger company to produce his design. So he made an informal agreement with Henry Ford, sealed only by a handshake. This Ford-Ferguson partnership gave to the world a new type of Fordson tractor far superior to any that had been known before, and the precursor of all modern-type tractors. However, this agreement by a handshake collapsed in 1947 when Henry Ford II took over the empire of his father, and started to produce a new Ford 8N tractor, using the Ferguson system. Ferguson’s open and cheerful nature was no match for the ruthless mentality of the American businessman. The matter was decided in court in 1951. Ferguson claimed $240 million, but was awarded only $9.25 million. Undaunted in spirit, Ferguson had a new idea. He approached the Standard Motor Company at Coventry with a plan, to adapt the Vanguard car for use as tractor. But this design had to be modified, because petrol was still rationed in the post-war period. The biggest challenge for Ferguson was the move from petrol-driven to diesel-driven engines and his success gave rise to the famous TE-20, of which more than half a million were built in the UK. Ferguson will be remembered for bringing together two great engineering stories of our time, the tractor and the family car, agriculture and transport, both of which have contributed so richly to the well-being of mankind.

The principal concern of a nuclear reactor - particularly an RBMK reactor, because of its graphite moderator - is that cooling water continuously flows into the core. Without it there could be an explosion or meltdown. Even if the reactor is shut down, the fuel within will still be generating decay heat, which would damage the core without further cooling. Pumps driving the flow of water rely on electricity generated by the plant’s own turbines, but in the event of a blackout the electrical supply can be switched to the national grid. If that fails, diesel generators on site will automatically start up to power the water pumps, but these take about 50 seconds to gather enough energy to operate the massive pumps. There are six emergency tanks containing a combined 250 tons of pressurised water which can be injected into the core within 3.5 seconds, but an RBMK reactor needs around 37,000 tons of water per hour - 10 tons-per-second - so 250 tons does not cover the 50 second gap.92

Thus: the test of a ‘run-down unit’93. If a power failure occurred, the fission reaction would still be producing heat, while the remaining water in the pipes would continue its momentum for a short time and therefore steam would still be produced. In turn, the turbines would still rotate and generate electricity, albeit at an exponentially falling capacity. This residual electricity could be used to drive the water pumps for a few vital moments, giving the diesel generators sufficient time to get up to speed and take over, and it’s the hardware behind this that was being tested.

Problem 7-4 Can used cooking oil or grease, such as that from a deep-fat fryer or a frying pan, be poured into the fuel tank of a diesel-powered vehicle and consumed as biodiesel? […] Solution 7-4 Absolutely not! Demised cooking oil or grease must be processed as shown in Figure 7-4 [page 125, a process that involves methyl alcohol and sulfur] before it can be used as biodiesel. This should be obvious in the case of bacon grease, which solidifies near room temperature. But it is true even of fats that remain liquid at relatively low temperatures, such as corn oil, canola oil, or even soybean oil.

The boat driver reminded me that just because it was sunk didn’t mean someone couldn’t still steal it. After all, this is why there are “sea scrappers,” he said. Of course he was quite right, I admitted. I’d learned about these underworld characters when I was reporting in Indonesia. In that country, sea scrappers came mostly from the Madurese ethnic group and were renowned for their efficiency in stripping sunken ships of their valuable metals. They paddled their wooden boats out a couple miles from shore, equipped with crowbars, hammers, hatchets, and a diesel-powered air compressor tethered to what looked like a garden hose for breathing. Diving sometimes deeper than fifty feet, the men chopped away huge chunks of metal from the wreck, attaching them to cables for hoisting. In boom times, the metal and parts from a bigger ship, though rusty and barnacled, could sell for $1 million.

How, then, can Apple claim to be 100 percent renewable? It purchases a fraudulent “100 percent renewable” status from electricity producers. The basic way this works is that Apple pays utilities to give it credit for the solar and wind that others use—and to give others the blame for the coal, gas, and nuclear that Apple uses. It’s as if Apple CEO Tim Cook were traveling with nine other people on a yacht powered 90 percent by diesel and 10 percent by a sail—and Cook claimed that he traveled just using the sail, while the others traveled using the diesel. This energy accounting fraud is shameful and destructive, because it leads us to think that we can have innovators like Apple without the uniquely cost-effective energy we get from fossil fuels. Even worse, leading company after leading company, including Facebook, Google, Bank of America, and Anheuser-Busch, is claiming to be 100 percent renewable.[18]

The only connection between Chile and the history of electricity comes from the fact that the Atacama Desert is full of copper atoms, which, just like most Chileans, were utterly unaware of the electric dreams that powered the passion of Faraday and Tesla. As the inventions that made these atoms valuable were created, Chile retained the right to hold many of these atoms hostage. Now Chile can make a living out of them. This brings us back to the narrative of exploitation we described earlier. The idea of crystallized imagination should make it clear that Chile is the one exploiting the imagination of Faraday, Tesla, and others, since it was the inventors’ imagination that endowed copper atoms with economic value. But Chile is not the only country that exploits foreign creativity this way. Oil producers like Venezuela and Russia exploit the imagination of Henry Ford, Rudolf Diesel, Gottlieb Daimler, Nicolas Carnot, James Watt, and James Joule by being involved in the commerce of a dark gelatinous goo that was virtually useless until combustion engines were invented.10

The test would involve inserting all 211 control rods part-way, creating a power level low enough to resemble a blackout while continuing to cool the reactor to compensate for fission products. Use the residual steam in the system to drive a turbine, then isolate it and allow it to run down, generating electricity through its own inertia. The electrical output would be measured, allowing engineers to determine whether it was sufficient to power the water pumps in an emergency. Because the deliberately low power levels would appear to be a power failure to the control computer, which would then automatically activate the safety systems, these systems, including the backup diesel generators and Emergency Core Cooling System (ECCS), were disconnected in order to re-attempt the test straight away if it proved unsuccessful. Otherwise, the ECCS would automatically shutdown the reactor, preventing a repeat of the test for another year. Astonishingly, these measures were not in violation of safety procedures when approved by a Deputy Chief Engineer, despite many subsequent reports to the contrary.96

You’re…you’re what? Where?” I stood up and glimpsed myself in the mirror. I was a vision, having changed into satin pajama pants, a torn USC sweatshirt, and polka-dotted toe socks, and to top it off, my hair was fastened in a haphazard knot on the top of my head with a no. 2 Ticonderoga pencil. Who wouldn’t want me? “I’m outside,” he repeated, throwing in a trademark chuckle just to be extra mean. “Get out here.” “But…but…,” I stalled, hurriedly sliding the pencil out of my hair and running around the room, stripping off my pathetic house clothes and searching in vain for my favorite faded jeans. “But…but…I’m in my pajamas.” Another trademark chuckle. “So?” he asked. “You’d better get out here or I’m comin’ in…” “Okay, okay…,” I replied. “I’ll be right down.” Panting, I settled for my second-favorite jeans and my favorite sweater of all time, a faded light blue turtleneck I’d worn so much, it was almost part of my anatomy. Brushing my teeth in ten seconds flat, I scurried down the stairs and out the front door. Marlboro Man was standing outside his pickup, hands inside his pockets, his back resting against the driver-side door. He grinned, and as I walked toward him, he stood up and walked toward me, too. We met in the middle--in between his vehicle and the front door--and without a moment of hesitation, greeted each other with a long, emotional kiss. There was nothing funny or lighthearted about it. That kiss meant business. Our lips separated for a short moment. “I like your sweater,” he said, looking at the light blue cotton rib as if he’d seen it before. I’d hurriedly thrown it on the night we’d met a few months earlier. “I think I wore this to the J-bar that night…,” I said. “Do you remember?” “Ummm, yeah,” he said, pulling me even closer. “I remember.” Maybe the sweater had magical powers. I’d have to be sure to hold on to it. We kissed again, and I shivered in the cold night air. Wanting to get me out of the cold, he led me to his pickup and opened the door so we could both climb in. The pickup was still warm and toasty, like a campfire was burning in the backseat. I looked at him, giggled like a schoolgirl, and asked, “What have you been doing all this time?” “Oh, I was headed home,” he said, fiddling with my fingers. “But then I just turned around; I couldn’t help it.” His hand found my upper back and pulled me closer. The windows were getting foggy. I felt like I was seventeen. “I’ve got this problem,” he continued, in between kisses. “Yeah?” I asked, playing dumb. My hand rested on his left bicep. My attraction soared to the heavens. He caressed the back of my head, messing up my hair…but I didn’t care; I had other things on my mind. “I’m crazy about you,” he said. By now I was on his lap, right in the front seat of his Diesel Ford F250, making out with him as if I’d just discovered the concept. I had no idea how I’d gotten there--the diesel pickup or his lap. But I was there. And, burying my face in his neck, I quietly repeated his sentiments. “I’m crazy about you, too.

The children crowded about the women in the houses. What we going to do Ma? Where we going to go? The women said, We don’t know, yet. Go out and play. But don’t go near your father. He might whale you if you go near him. And the women went on with the work, but all the time they watched the men squatting in the dust–perplexed and figuring. The tractors came over the roads and into the fields, great crawlers moving like insects, having the incredible strength of insects. They crawled over the ground, laying the track and rolling on it and picking it up. Diesel tractors, puttering while they stood idle; they thundered when they moved, and then settled down to a droning roar. Snub-nosed monsters, raising the dust and sticking their snouts into it, straight down the country, across the country, through fences, through dooryards, in and out of gullies in straight lines. They did not run on the ground, but on their own roadbeds. They ignored hills and gulches, water courses, fences, houses. The man sitting in the iron seat did not look like a man; gloved, goggled, rubber dust mask over nose and mouth, he was part of the monster, a robot in the seat. The thunder of the cylinders sounded through the country, became one with the air and the earth, so that earth and air muttered in sympathetic vibration. The driver could not control it–straight across country it went, cutting through a dozen farms and straight back. A twitch at the controls could swerve the cat’, but the driver’s hands could not twitch because the monster that built the tractor, the monster that sent that tractor out, had somehow got into the driver’s hands, into his brain and muscle, had goggled him and muzzled him–goggled his mind, muzzled his speech, goggled his perception, muzzled his protest. He could not see the land as it was, he could not smell the power of the earth. He sat in an iron seat and stepped on iron pedals. He could not cheer or beat or curse or encourage the extension of his power, and because of this he could not cheer or whip or curse or encourage himself. He did now know or own or trust or beseech the land. If a seed dropped did not germinate, it was no skin off his ass. If the young thrusting plant withered in drought or drowned in a flood of rain, it was no more to the driver than to the tractor. He loved the land no more than the bank loved the land. He could admire the tractor–its machined surfaces, its surge of power, the roar of its detonating cylinders; but it was not his tractor. Behind the tractor rolled the shining disks, cutting the earth with its blades–not plowing but surgery, pushing the cut earth to the right where the second row of disks cut it and pushed it to the left; slicing blades shining, polished by the cut earth. And behind the disks, the harrows combing with iron teeth so that the little clods broke up and the earth lay smooth. Behind the harrows, the long seeders–twelve curved iron penes erected in the foundry, orgasms set by gear, raping methodically, raping without passion. The driver sat in his iron seat and he was proud of the straight lines he did not will, proud of the tractor he did not own or love, proud of the power he could not control. And when that crop grew, and was harvested, no man had crumbled a hot clod in his fingers and let the earth sift past his fingertips. No man had touched the seed, or lusted for the growth. Men ate what they had not raised, and had no connection to the bread. The land bore under iron, and under iron gradually died; for it was not love or hated, it had no prayers or curses.

The children crowded about the women in the houses. What we going to do Ma? Where we going to go? The women said, We don’t know, yet. Go out and play. But don’t go near your father. He might whale you if you go near him. And the women went on with the work, but all the time they watched the men squatting in the dust–perplexed and figuring. ... The tractors came over the roads and into the fields, great crawlers moving like insects, having the incredible strength of insects. They crawled over the ground, laying the track and rolling on it and picking it up. Diesel tractors, puttering while they stood idle; they thundered when they moved, and then settled down to a droning roar. Snub-nosed monsters, raising the dust and sticking their snouts into it, straight down the country, across the country, through fences, through dooryards, in and out of gullies in straight lines. They did not run on the ground, but on their own roadbeds. They ignored hills and gulches, water courses, fences, houses. The man sitting in the iron seat did not look like a man; gloved, goggled, rubber dust mask over nose and mouth, he was part of the monster, a robot in the seat. The thunder of the cylinders sounded through the country, became one with the air and the earth, so that earth and air muttered in sympathetic vibration. The driver could not control it–straight across country it went, cutting through a dozen farms and straight back. A twitch at the controls could swerve the cat’, but the driver’s hands could not twitch because the monster that built the tractor, the monster that sent that tractor out, had somehow got into the driver’s hands, into his brain and muscle, had goggled him and muzzled him–goggled his mind, muzzled his speech, goggled his perception, muzzled his protest. He could not see the land as it was, he could not smell the power of the earth. He sat in an iron seat and stepped on iron pedals. He could not cheer or beat or curse or encourage the extension of his power, and because of this he could not cheer or whip or curse or encourage himself. He did now know or own or trust or beseech the land. If a seed dropped did not germinate, it was no skin off his ass. If the young thrusting plant withered in drought or drowned in a flood of rain, it was no more to the driver than to the tractor. He loved the land no more than the bank loved the land. He could admire the tractor–its machined surfaces, its surge of power, the roar of its detonating cylinders; but it was not his tractor. Behind the tractor rolled the shining disks, cutting the earth with its blades–not plowing but surgery, pushing the cut earth to the right where the second row of disks cut it and pushed it to the left; slicing blades shining, polished by the cut earth. And behind the disks, the harrows combing with iron teeth so that the little clods broke up and the earth lay smooth. Behind the harrows, the long seeders–twelve curved iron penes erected in the foundry, orgasms set by gear, raping methodically, raping without passion. The driver sat in his iron seat and he was proud of the straight lines he did not will, proud of the tractor he did not own or love, proud of the power he could not control. And when that crop grew, and was harvested, no man had crumbled a hot clod in his fingers and let the earth sift past his fingertips. No man had touched the seed, or lusted for the growth. Men ate what they had not raised, and had no connection to the bread. The land bore under iron, and under iron gradually died; for it was not love or hated, it had no prayers or curses.

We kissed again, and I shivered in the cold night air. Wanting to get me out of the cold, he led me to his pickup and opened the door so we could both climb in. The pickup was still warm and toasty, like a campfire was burning in the backseat. I looked at him, giggled like a schoolgirl, and asked, “What have you been doing all this time?” “Oh, I was headed home,” he said, fiddling with my fingers. “But then I just turned around; I couldn’t help it.” His hand found my upper back and pulled me closer. The windows were getting foggy. I felt like I was seventeen. “I’ve got this problem,” he continued, in between kisses. “Yeah?” I asked, playing dumb. My hand rested on his left bicep. My attraction soared to the heavens. He caressed the back of my head, messing up my hair…but I didn’t care; I had other things on my mind. “I’m crazy about you,” he said. By now I was on his lap, right in the front seat of his Diesel Ford F250, making out with him as if I’d just discovered the concept. I had no idea how I’d gotten there--the diesel pickup or his lap. But I was there. And, burying my face in his neck, I quietly repeated his sentiments. “I’m crazy about you, too.” I’d been afflicted with acute boy-craziness for over half my life. But what I was feeling for Marlboro Man was indescribably powerful. It was a primal attraction--the almost uncontrollable urge to wrap my arms and legs around him every time I looked into his eyes. The increased heart rate and respiration every time I heard his voice. The urge to have twelve thousand of his babies…and I wasn’t even sure I wanted children. “So anyway,” he continued. That’s when we heard the loud knocking on the pickup window. I jumped through the roof--it was after 2:00 A.M. Who on earth could it be? The Son of Sam--it had to be! Marlboro Man rolled down the window, and a huge cloud of passion and steam escaped. It wasn’t the Son of Sam. Worse--it was my mother. And she was wearing her heather gray cashmere robe. “Reeee?” she sang. “Is that yoooou?” She leaned closer and peered through the window. I slid off of Marlboro Man’s lap and gave her a halfhearted wave. “Uh…hi, Mom. Yeah. It’s just me.” She laughed. “Oh, okay…whew! I just didn’t know who was out here. I didn’t recognize the car!” She looked at Marlboro Man, whom she’d met only one time before, when he picked me up for a date. “Well, hello again!” she exclaimed, extending her manicured hand. He took her hand and shook it gently. “Hello, ma’am,” he replied, his voice still thick with lust and emotion. I sank in my seat. I was an adult, and had just been caught parking at 2:00 A.M. in the driveway of my parents’ house by my robe-wearing mother. She’d seen the foggy windows. She’d seen me sitting on his lap. I felt like I’d just gotten grounded. “Well, okay, then,” my mom said, turning around. “Good night, you two!” And with that, she flitted back into the house. Marlboro Man and I looked at each other. I hid my face in my hands and shook my head. He chuckled, opened the door, and said, “C’mon…I’d better get you home before curfew.” My sweaty hands still hid my face. He walked me to the door, and we stood on the top step. Wrapping his arms around my waist, he kissed me on the nose and said, “I’m glad I came back.” God, he was sweet. “I’m glad you did, too,” I replied. “But…” I paused for a moment, gathering courage. “Did you have something you wanted to say?” It was forward, yes--gutsy. But I wasn’t going to let this moment pass. I didn’t have many more moments with him, after all; soon I’d be gone to Chicago. Sitting in coffee shops at eleven at night, if I wanted. Working. Eventually going back to school. I’d be danged if I was going to miss what he’d started to say a few minutes earlier, before my mom and her cashmere robe showed up and spoiled everything.

Truckers spend more than $50,000 per year on fuel costs alone. They are also getting clobbered by the EPA and other government entities because of the dirtiness of diesel fuel, which is one of the most harmful fossil fuels that can be burned (if you have ever seen the exhaust on a tractor trailer, then you know what I am talking about here). The fact of the matter is that there is a better solution found in domestically sustainable and attainable natural gas. But what makes natural gas better? http://www.troybohlke.us/2014/01/emis...

How on earth can cow’s milk be considered an essential part of our diet when its purpose is to feed calves until they are old enough to be weaned? How does it make any sense at all that people are supposed to have it? Just because we have been doing it for centuries does not mean it is rational or good for us; it just means it was an available food source at some point, and has since become an acceptable part of the human diet. "But essential? Not on your life. Good for you? No way. Talk about putting diesel fuel in a car that requires petrol. At least both diesel and petrol operate similar types of vehicles.

Heavy Equipment Recovery Combat Utility Lift and Evacuation System (HERCULES) (M88A2) Mission Provide towing, winching, and hoisting to support battlefield recovery operations and evacuation of heavy tanks and other tracked combat vehicles. Entered Army Service 1997 Description and Specifications The M88A2 HERCULES is a full-tracked, armoured vehicle that uses the existing M88A1 chassis but significantly improves towing, winching, lifting, and braking characteristics. The HERCULES is the primary recovery support vehicle for the Abrams tank fleet, the heavy Assault Bridge, and heavy self-propelled artillery. Length: 338 in Height: 123 in Width: 144 in Weight: 70 tons Speed: 25 mph w/o load; 17 mph w/load Cruising Range: 200 miles Boom Capacity: 35 tons Winch Capacity: 70 tons/670 ft Draw Bar Pull: 70 tons Armament: One .50-calibre machine gun Power train: 12 cylinder, 1050 HP air-cooled diesel engine with 3-speed automatic transmission Crew: 3 Manufacturer

M113 Family of Vehicles Mission Provide a highly mobile, survivable, and reliable tracked-vehicle platform that is able to keep pace with Abrams- and Bradley-equipped units and that is adaptable to a wide range of current and future battlefield tasks through the integration of specialised mission modules at minimum operational and support cost. Entered Army Service 1960 Description and Specifications After more than four decades, the M113 family of vehicles (FOV) is still in service in the U.S. Army (and in many foreign armies). The original M113 Armoured Personnel Carrier (APC) helped to revolutionise mobile military operations. These vehicles carried 11 soldiers plus a driver and track commander under armour protection across hostile battlefield environments. More importantly, these vehicles were air transportable, air-droppable, and swimmable, allowing planners to incorporate APCs in a much wider range of combat situations, including many "rapid deployment" scenarios. The M113s were so successful that they were quickly identified as the foundation for a family of vehicles. Early derivatives included both command post (M577) and mortar carrier (M106) configurations. Over the years, the M113 FOV has undergone numerous upgrades. In 1964, the M113A1 package replaced the original gasoline engine with a 212 horsepower diesel package, significantly improving survivability by eliminating the possibility of catastrophic loss from fuel tank explosions. Several new derivatives were produced, some based on the armoured M113 chassis (e.g., the M125A1 mortar carrier and M741 "Vulcan" air defence vehicle) and some based on the unarmoured version of the chassis (e.g., the M548 cargo carrier, M667 "Lance" missile carrier, and M730 "Chaparral" missile carrier). In 1979, the A2 package of suspension and cooling enhancements was introduced. Today's M113 fleet includes a mix of these A2 variants, together with other derivatives equipped with the most recent A3 RISE (Reliability Improvements for Selected Equipment) package. The standard RISE package includes an upgraded propulsion system (turbocharged engine and new transmission), greatly improved driver controls (new power brakes and conventional steering controls), external fuel tanks, and 200-amp alternator with four batteries. Additional A3 improvements include incorporation of spall liners and provisions for mounting external armour. The future M113A3 fleet will include a number of vehicles that will have high speed digital networks and data transfer systems. The M113A3 digitisation program includes applying hardware, software, and installation kits and hosting them in the M113 FOV. Current variants: Mechanised Smoke Obscurant System M548A1/A3 Cargo Carrier M577A2/A3 Command Post Carrier M901A1 Improved TOW Vehicle M981 Fire Support Team Vehicle M1059/A3 Smoke Generator Carrier M1064/A3 Mortar Carrier M1068/A3 Standard Integrated Command Post System Carrier OPFOR Surrogate Vehicle (OSV) Manufacturer Anniston Army Depot (Anniston, AL) United Defense, L.P. (Anniston, AL)

The cold not only bears down on human bodies, but also bends sound. The forest sits under an inversion, chilled air pooling under a warmer cap. The colder air is like molasses for sound waves, slowing them as they pass, causing them to lag sound travelling in higher, warmer air. The difference in speed turns the temperature gradient into a sound lens. Waves curve down. Sound energy , instead of dissipating in a three dimensional dome, is forced to spread in two dimensions, spilling across the ground, focusing its vigor on the surface. What would have been muffled, distant sounds leap closer, magnified by the jeweler’s icy loupe. The aggressive whine of the snowmobile mingles with the churr and chip of red squirrels and chickadees. Here are modern and ancient sunlight, manifest in the boreal soundscape. Squirrels nipping the buds of fir trees, chickadee poking for hidden seeds and insects, all powered by last summer’s photosynthesis; diesel and gasoline, sunlight squeezed and fermented for tens or hundreds of millions of years, now finally freed in an exultant engine roar. Nuclear fusion pounds its energy into my eardrums, courtesy of life’s irrepressible urge to turn sunlight into song.

On the subcontinent, Pakistan has passed the point where solar power is cheaper than a lot of electricity that comes from diesel generators,and India is upping its target from 20 to 33 gigawatts to be installed by 2020

Anyone who remembers licking stamps before the days of self-adhesives will appreciate Fibber’s description that the last batch he had “tasted like a rubber floor mat out of the engine room of a diesel-powered Scandinavian tuna boat.

didn’t know about the wizard power, but she was right about being cute. I was sort of cute in a girl-next-door kind of way that didn’t seem to encourage dates. Glo was cute in a quirky, fun way that was obviously more approachable. Truth is, I wish I was more like Glo, but I’d feel like an idiot if I tried to wear a pink ballet tutu with green-and-black striped tights and motorcycle boots.

Tug or tow boats are vessels that push or pull other vessels such as barges, oil platforms, or disabled ships. They are also used to help maneuver larger ships that do not have the capability to do so for themselves, in tight quarters, rivers or in coming alongside piers. Obviously tugboats have powerful engines for their size and are sturdy enough to withstand high stress on their construction. The earlier tugboats had steam engines, however now they mostly have diesel engines. In addition many harbor tugs are been fitted with firefighting equipment allowing them to assist in firefighting. Harbor tugs that are highly maneuverable and used to assist ships in their docking procedure. Pusher tugs or notch tugs nest into the stern of specially designed barges. When locked together they are frequently considered ships and are required to show the navigational lights of a towing vessel pushing ahead or compliant with those required of ships. There are seagoing tugs that tow oil rigs, oceangoing barges etc. The US Navy frequently uses the larger seagoing tugs they identify as fleet tugs. River tugs are also referred to as towboats or push boats, depending on what they are called on to do, however they have a severely limited freeboard and are dangerous on open waters. The tasks tugboats undertake are varied and the list is endless. Tugboats help fight fires and in cold climates are sometimes used as icebreakers. A relatively new innovation for marine propulsion is the “Voith Schneider Propeller System” which is highly maneuverable, allowing the boat to change its direction instantly. This system is now widely used on harbor tugs.

Aluminum Hulls In 1931 England, aluminum was used in the construction of the Diana II, a 55 foot express cruiser, which is still in use. Aluminum is non-magnetic and is almost never found in the elemental state. As a ductile metal it is malleable and has about one-third the density and stiffness of steel. Aluminum is a corrosion resistant, easily machined, cast, drawn and extruded, however the procedure to weld it is more difficult and different from other metals. In 1935 the Bath Iron Works in Maine, built an experimental hull for Alcoa. Named the Alumette, it was floated to the James River in Newport News, Virginia for the purpose of testing its structural properties. The MV Sacal Borincano was an all-aluminum constructed Roll on Roll off, or Ro-Ro ship, designed to carry 40 highway trailers between Miami, FL and San Juan. PR. The relatively small ship was 226 feet in length and has a displacement of 2000 tons. The South Atlantic and Caribbean Line Inc. operated the vessel which was constructed by American Marine in 1967, with help from the Reynolds Metal Company. The vessel was constructed completely of heli-arced aluminum plates to achieve a working speed of 14 knots with a diesel electric power plant of 3000 hp generating 2240kW.

But the factor is real: a sovereign is a sovereign, and no government can be entirely without paternal graces. No one in a sane society will be rendered into diesel, or even be allowed to starve to death for lack of productive earning power. Perhaps there are enough Randians on the planet for one city-state, but probably not two. Otherwise, it just won’t happen, and keeping it from happening is just one of the realm’s many business expenses.

For the most part, four-car self-propelled Budd railcars presently connect Santiago de Cuba with Havana on the Central line. The flagship of the system is a 12-coach train originally used between Paris and Amsterdam. Although buses competed with the railroad, they all became nationalized after the revolution. Attempting to prevent the decay of the Cuban system, British Rail helped during the 1960’s by supplying new locomotives. However, this slowed and eventually came to a halt after the Bay of Pigs Invasion and the Cuban Missile Crisis. Eastern Bloc and countries that continued to be friendly with Cuba, such as Canada, Spain and Mexico, took over. During the past decade China, Iran and Venezuela became Cuba’s primary benefactors and suppliers. Cuba has had long-range plans to update and modernize its railroad system. These plans are presently being realized and the upgrading and modernizing of the country’s 26,000 miles of track and replacing older locomotives, including some steam engines, with powerful and modern diesel-fueled locomotives are becoming a reality. P

Much easier to harness the energies of pure potential, especially in the form of pure divinely aware power, which will know exactly what the receiver needs, how much, when, and for what purpose: this is Reiki. In the sense of energy healing, one of the most common ways of infection is to use our own personal energy to try and heal another, or two, to redirect a transpersonal energy source (including Reiki) and to place our ego on it. In the first case, we use energy that is appropriate for us (or not — our personal energy may be out of whack and cause us problems too) but may not be appropriate for the recipient. This is like putting diesel fuel in a car powered by gasoline; it is not suitable for optimum operation. The energy we channel is suitable in the second case, but we begin to impose our own stuff on it, usually, courtesy of the ego, making it no longer the energy of pure healing potential, and the results may not be suitable for the recipient. When we use Reiki without attempting to control or influence the outcome — without forcing our ego— Reiki would simply join the energy field as the Divine Will, the pure emanations of the One Self, and from there it will do exactly what is needed to bring things back into a state of harmony and wholeness. I like to think of the emanations of the One Mind as a kind of divine template that includes our original wholeness blueprint, our True Self, among other things. When this structure is reintroduced into our culture, we remember our original wholeness, and our spirit continues to re-pattern itself in harmony with this divine plan. You can think of the seven steps of self-transformation as a framework for making contact with and integrating this divine blueprint of original wholeness in our daily lives long after a Reiki session is over. In doing so, we activate our innate creative powers, including self-healing powers and the ability to manifest what we need in life, and we grow in our ability to help others do the same thing.

the Cottonwood Creek one, or maybe it was Indian Creek—so that I could park near the broken-down van that had given up one of its occupants that cold night. I parked and got out, walking toward whatever damn creek it was, and looked up at the makeshift poster still stapled to the power pole. The snow was falling steadily, very much like the night Jeanie One Moon had gone missing, almost as if the fates were toying with me, laughing in my face. I reached up and tore the now brittle plastic from the tree, having been fastened there for over a year, and studied the photo of the missing girl with half her face faded away, as if she were lying in a snowdrift somewhere, waiting to be discovered. Carefully folding the notice, I slipped it into the inside pocket of my jacket just as a pair of headlights appeared in the distance from the south, roiling the snow in their wake. I watched, fully expecting it to continue on I-90 up to Billings, but instead it slowed, turned in, and pulled up behind my truck. The big, full-ton turbo diesel dually engine rattled to a stop and the lights shut off. A large man extricated himself from the driver’s seat and lumbered toward me. “How did you know I would be here?” Lyndon Iron Bull stomped through the couple of inches of snow and pulled up the collar on his blanket-lined coat, his glasses steaming with his breath. “This is my land;

Russia selling arms to China, U.S. Navy concerned July 30, 1997 Web posted at: 12:00 P.M. EST (1700 GMT) From Washington chief correspondent Michael Flasetti WASHINGTON (TCN)—As tensions mount in the South China Sea, a confrontation between the Chinese and UN military, led by the U.S. Navy, seems inevitable. Adding to the danger of the situation is the news, reportedly obtained by the CIA, that Russia has been arming China with advanced weapons, among them nuclear attack submarines that may be deployed into the waters surrounding the Spratly Islands. The news that Russia has been selling arms to the Chinese is not new. Over the past two years, China has taken delivery of four Russian Kilo-class diesel submarines, which are considerably less advanced than Russia’s nuclear submarines. However, the possibility that Russia has sold more advanced submarines to the Chinese is of great concern to White House military advisers. A source close to the Joint Chiefs of Staff has disclosed that the Russians have even collaborated with the Chinese on a prototype nuclear attack submarine, and that the submarine may see action in the Spratly conflict. If true, this presents a possible shift in the balance of naval power in the region, and a great concern to the recently downsized U.S. Navy. Russian president Gennadi Zyuganov, himself a conservative Communist like Chinese leader Li Peng, refused to comment on the possibility of advanced weapons sales to China, yet did say that Russia enjoys a balanced trade agreement with China on the sales of certain weapons, including Kilo class submarines. Russia, cash-poor since the breakup of the Soviet Union, clearly depends on submarine sales to China to help fund social and economic projects, as well as the upgrading of its own navy.

In the background, given my commitment to the outer ecology of environmentalism, I replaced all the company cars with diesels, which used less crude oil and lasted longer than gasoline engines. The diesel cars did pay off briefly during the Second Energy Crisis of 1979, but they gave us a lot of trouble in the long run because the diesel-powered Oldsmobile station wagons that General Motors rushed into production had nothing but a beefed-up gasoline engine (internal pressures are much greater in a diesel) and they were in the shop more often than on the road. We aggressively redesigned the stores to conserve energy. To this day, Trader Joe’s stores don’t have very many windows, and all panes of glass are very small, an idea that had an accidental payoff in every subsequent earthquake and riot. As the young lady said back there in the God of Fair Beginnings chapter, I did the right thing for the wrong reasons.

Rudolf Diesel deliberately set out to design a new, more efficient, prime mover, and by 1897 his first (heavy and stationary) engine had reached an efficiency of 30 percent, double the performance of the best steam engines.[40] But the first marine engine was installed only in 1912 on Christian X, a Danish freighter. Diesel-powered ships carried much less fuel than coal-fired steamers, but could travel further without refueling because the new engines were nearly twice as efficient—and because, per unit of mass, diesel oil contains nearly twice as much energy. An

But technology advanced. The steam shovel grew into a mighty mechanism and was replaced by gasoline and diesel-powered successors. “Dozers” and other efficient excavators were perfected. Ever cheaper and safer explosives came from the laboratories. These marvelous new tools enabled men to change the earth, abolishing its natural features and reshaping them as whim or necessity might require. And as these developments made possible a radically new application of the privileges granted in the yellowed mineral deeds, the courts kept pace. Year by year they subjected the mountaineer to each innovation in tools and techniques the technologists were able to dream up. First, it was decided that the purchase of coal automatically granted the “usual and ordinary” mining rights; and then that the usual mining rights included authority to cut down enough of the trees on the surface to supply props for the underground workings. This subjected thousands of acres to cutting for which the owners were uncompensated. It gave the companies an immensely valuable property right for which they had neither bargained nor paid.

To stay under 2°C, global emissions would have to fall nearly to zero within the next several decades. To stave off 1.5°C, they’d have to drop most of the way toward zero within a single decade. This would entail, for starters: revamping agricultural systems, transforming manufacturing, scrapping gasoline- and diesel-powered vehicles, and replacing most of the world’s power plants.

Surely, it is more important that a new petrol or diesel-powered car?

Rudolf relayed that the average improvements over prior engines were an operational range that was four times greater, a reduction in fuel weight of 80 percent, and a reduction in the engine crew of 75 percent.

Automobiles were initially thought to be noxious, noisy, and so slow that onlookers were prompted to yell, "Get a horse!" In May 1899, Jacob German, a New York City taxi driver received the first ever speeding violation in America for traveling twelve miles per hour in a eight mile per hour zone. He was pulled over by a police man on a bicycle.

The largest marine diesels now have a power of 80–90 megawatts and, similarly, a Boeing 747 needs about 90 megawatts for takeoff (when cruising, energy needs are much lower).

WINSTON CHURCHILL ADVISED, “In wartime truth is so precious that she must always be attended by a bodyguard of lies.

The bomb’s load of packed TriNitroAnisole—a “moderate” explosive in and of itself, was equivalent to around 107 sticks of dynamite. But when combined with 1.3 million pounds of explosive black powder, and over a million gallons of Bunker-C diesel fuel and aviation gasoline, the explosive power was equal to more than 525 tons of TNT. At

Our goal should not be to better the future happiness of men through intolerance and externals. Rather we should help our brothers on this earth, improve the situation of mankind, and redress poverty to the best of our ability. This seems to me better understood religion than that which neglects the earthly in favor of an unknown future. Jesus taught neither Protestantism, Catholicism, nor churchgoing and preaching. He taught love of mankind.

Archaeologists who want to establish the date of a particular site have a number of techniques they can use. If they find organic material, say the bones of an animal, they can use radiocarbon dating. If they find the remains of wooden structures, a post or lintel say, they can use dendrochronology, or tree-ring dating. If they find a firepit they can use archaeomagnetic dating. Radiocarbon dating works because, when alive, an organism takes in carbon from the air or through the food chain; carbon contains small amounts of the radioactive isotope carbon-14, which decays into nonradioactive standard carbon at a constant rate; when the organism dies it ceases to ingest carbon, so the proportion of carbon-14 in its remains steadily decays. Measuring the relative amount of carbon-14 content therefore establishes a fairly accurate date for the specimen. Dendrochronology works because tree rings vary in width season by season according to the rainfall received, and so trees that grow in a given climatic region and historical period show similar ring-width patterns. Comparing the ring pattern to a known and dated local ring pattern establishes exactly the years in which the wood in the structure was growing. Archaeomagnetic dating works because the earth's magnetic field changes direction over time gradually in a known way. Clays or other materials in a firepit, when fired and cooled, retain a weak magnetism that aligns with the earth's field, and this establishes a rough date for the firepit's last use. There are still other techniques: potassium-argon dating, thermoluminescence dating, hydration dating, fission-track dating. But what I want the reader to notice is that each of these relies on some particular set of natural effects. That a technology relies on some effect is general. A technology is always based on some phenomenon or truism of nature that can be exploited and used to a purpose. I say "always" for the simple reason that a technology that exploited nothing could achieve nothing. This is the third of the three principles I am putting forward, and it is just as important to my argument as the other two, combination and recursiveness. This principle says that if you examine any technology you find always at its center some effect that it uses. Oil refining is based on the phenomenon that different components or fractions of vaporized crude oil condense at different temperatures. A lowly hammer depends on the phenomenon of transmission of momentum (in this case from a moving object-the hammer-to a stationary one-the nail). Often the effect is obvious. But sometimes it is hard to see, particularly when we are very familiar with the technology. What phenomenon does a truck use? A truck does not seem to be based on any particular law of nature. Nevertheless it does use a phenomenon-or, I should say, two. A truck is in essence a platform that is self-powered and can be moved easily. Central to its self-powering is the phenomenon that certain chemical substances (diesel fuel, say) yield energy when burned; and central to its ease of motion is the "phenomenon" that objects that roll do so with extremely low friction compared with ones that slide (which is used of course in the wheels and bearings). This last "phenomenon" is hardly a law of nature; it is merely a usable-and humble-natural effect. Still it is a powerful one and is exploited everywhere wheels or rolling parts are used.

Being constantly active made time fly, and so it didn’t take long before the day of departure came. It was January 4, 1953, and with the last of everything we needed aboard, we set sail just as many did before us. We were among those that continued the tradition of... “they that go down to the sea in ships” and we were very aware that this tradition rested on our shoulders. With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships of that era and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride.

By late January 2014, Tesla had completed the construction of a cross-country Supercharger corridor that would allow Model S drivers to get from Los Angeles to New York without having to spend a penny on energy. The electric highway took a northern route through Colorado, Wyoming, South Dakota, Minnesota, and Illinois, before approaching New York from Delaware. The path it cut was similar to a trip taken by Musk and his brother, Kimbal, in a beat-up 1970s BMW 320i in 1994. Within days of the route’s completion, Tesla staged a cross-country rally to show that the Model S could easily handle long-distance driving, even in the dead of winter. Two hot-pepper-red Model S’s, driven by members of the Supercharging team, left Tesla’s Los Angeles–based design studio just after midnight on Thursday, January 30. Tesla planned to finish the trip at New York’s City Hall on the night of February 1, the day before Super Bowl XLVIII, which would take place at MetLife Stadium in East Rutherford, New Jersey, just across the state line. Along the way, the cars would drive through some of the snowiest and most frigid places in the country, in one of the coldest weeks of the year. The trip took a little longer than expected. The rally encountered a wild snowstorm in the Rocky Mountains that temporarily closed the road over Vail Pass and then provided an icy entrance to Wyoming. Somewhere in South Dakota, one of the rally’s diesel support vans broke down, forcing its occupants to catch a flight from Sioux Falls to rejoin the rest of the crew in Chicago. And in Ohio, the cars powered through torrential rains as the fatigued crew pressed on for the final stretch. It was 7:30 A.M. on Sunday, February 2, when the Teslas rolled up to New York’s City Hall on a bright, mild morning. The 3,427-mile journey had taken 76 hours and 5 minutes—just over three days. The cars had spent a total of 15 hours and 57 seconds charging along the way,

Norway is working on a combination of taxes, subsidies, infrastructure, and other incentives in an effort to end sales of gasoline cars in the country by 2025. In October 2016, Germany’s federal council voted for a nonbinding resolution to end all sales of gasoline cars with internal combustion engines by 2030. In May 2017, India’s power minister announced a plan to have only electric cars—and “not a single petrol or diesel car”—sold in the country from 2030 on. Both the UK and France have said they will end sales of diesel and gasoline cars by 2040. And even China has said it will set a date that will signal the end of all gasoline car sales in the country (although it hasn’t said what that date will be). All these scenarios could have a drastic effect on the uptake of electric vehicles, which would in turn have a dramatic impact on the consumption of oil.

When we broaden our view from electricity to the energy sector as a whole, we find ourselves staring at a gaping problem. Liquid, crude oil-derived hydrocarbon fuels like gasoline and diesel are essential to keeping our society and economy running. Almost everything that moves runs on the internal combustion engine, which uses liquid fuels. Whether we want it or not, the choices made decades ago made sure that this will also be the case for many decades to come. We built a world that runs on liquid fuels and is slow and difficult to change to other power sources, such as electric vehicles[15] running on batteries.

With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride. We all had our sea projects to do and although they were not difficult, they were time consuming and thought of as a pain in the azz. The best time to work on these projects was while standing our make-work, lifeboat watches. One of the ship’s lifeboats was always on standby, hanging over the side from its davits. Day and night, we would be ready to launch this boat if somebody fell overboard. Fortunately, this never happened, so with little else to do we had plenty of time to do our projects.

The Kiowa was used to rescuing huge vessels like battleships and messaged her first question, “How much diesel fuel do you have?” “None,” came the answer from the NR‑1. “Well, how long can you keep your power on?” “Twenty years.

The plan was as simple as it was unattainable: All they had to do was to slip out of Sayda Bay and after entering the Barents Sea, submerge, poke their air-breathing snorkels above the surface, and trudge down to Cuba on diesel power at a submerged speed of nine knots. Without the Americans noticing.

With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride.

Being constantly active made time fly, and so it didn’t take long before the day of departure came. With the last of everything aboard, we set sail just as many did before us. We were among those that continued the tradition of... “they that go down to the sea in ships” and we were very aware that this tradition rested on our shoulders. On January 4, 1953, with the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The TS Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride.

• SHE WAS CLEANING UP the dishes on the picnic table when Marshall and Stenko finally came out of the motor home. Marshall had done the tour of The Unit so many times, for so many people, that his speech was becoming smooth and well rehearsed. Fellow retired RV enthusiasts as well as people still moored to their jobs wanted to see what it looked like inside the behemoth vehicle: their 2009 45-foot diesel-powered Fleetwood American Heritage, which Marshall simply called “The Unit.” She heard phrases she’d heard dozens of times, “Forty-six thousand, six hundred pounds gross vehicle weight . . . five hundred horses with a ten-point-eight-liter diesel engine . . . satellite radio . . . three integrated cameras for backing up . . . GPS . . . bedroom with queen bed, satellite television . . . washer/dryer . . . wine rack and wet bar even though neither one

The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride. With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that earlier era since they were not considered cost or energy efficient. Led by German ships, diesel driven vessels, they are now the most popular engines in use. The NS Savanna was the only nuclear merchant ship, ever built. Launched in July 21 1959, at a cost of $46.9 million, the NS Savannah was a demo-project for the potential use of nuclear energy. She was deactivated in 1971, and is now located at the Canton Marine Terminal in Baltimore, Maryland.

89 per cent of input used for power generation today is indigenous, from coal (55 per cent), diesel and gas (11 per cent), hydroelectricity (21 per cent), nuclear power (2 per cent) and renewable (11 per cent). Solar energy segment contributes just 0.5 per cent of our energy production today.

India has 30,000 MW of captive power at present located in different industries. The suggestion is, we can increase this captive power in various forms to 60,000 MW (captive power generated by future industries) with a provision to feed into the grid unutilized captive generation capacity for meeting volatile supply of large scale renewable energy systems. All the captive power is powered by diesel fuel. By the new technology of emulsification which is an Indian innovation, 40 per cent fuel can be saved.

But the prevailing and indelible lesson, learned through traumatic personal experience, was his understanding of the family’s security. War and industrial innovation could destroy the life a family had made for itself.

Back then, Ron Howell’s job might have seemed easy enough: he sold the gasoline and other fuels that Koch Industries produced at its refineries. As the senior vice president of supply and trading at Koch, Howell made sure that Koch’s fuel went straight from the refineries to the highest-paying customer. Gasoline was the kind of product that seemed to sell itself—there was always demand for fuel. People at Koch referred to Howell’s job as the “dispossession of molecules,” meaning that he simply had to find a home for the various fuels that Koch produced. This seemed straightforward. But Howell’s job was the kind of job that produced insomnia and ulcers. It forced him to retire when he was in his thirties before the job killed him. When he talked about oil trading, even decades later, Howell often used words like whippin’ and savage. The savagery of Howell’s average workday began when he walked into the office in Houston every morning and picked up the phone to sell the first barrel of gasoline or diesel fuel. The stomach acids started to boil the instant Howell tried to establish what might seem like a basic, simple fact: the price of oil that day. Determining the price of oil at any given minute was an arcane art practiced by a network of traders around the world. They spent their days on the phone with one another, arguing, cajoling, bluffing, and bullying. The fact is that nobody really knew the price of a barrel of oil, or gasoline, or diesel fuel. Everybody had to guess, and the person who could guess with the most precision walked away with profits that were almost limitless. The person who guessed wrong faced instant, brutal downsides in the market. There was a common misperception that the price of oil floats up and down on a global market. Every day, business commentators and journalists talked about the “price of oil” as if it were like the price of General Electric stock—a price that was determined by millions of buyers and sellers who traded on large, open exchanges. In fact, there was no global market for oil. Oil was bought and sold inside a constellation of thousands of tiny nodes where transactions and prices were totally hidden to outsiders.

Houn’ Dog” cocktails (bourbon, ginger, lemon, peach, and mint) were the signature drink to start the evening at the Engineers’ Club of St. Louis. Busch spared no expense for the banquet in honor of his friend’s visit. Mushrooms sous cloche followed by broiled squab guinea hens au cresson provided a

When Ludwig Nobel died in April 1888, French newspapers incorrectly reported the death of Alfred, who was in fact alive and well. Alfred then read his own obituary, which was a scathing critique of his life and work. The obituary named Alfred a “merchant of death” and declared that his invention, dynamite, “killed more people faster than ever before.” Alfred was so disturbed at this potential posthumous reputation that he later changed his last will and testament to bequeath his entire fortune to a new foundation that would award a series of prizes to “those who, during the preceding year, shall have conferred the greatest benefit on mankind.