Diesel Truck Quotes

I realized I was wasting a perfect opportunity. Nancy Drew wouldn't sit here obsessing over Ned Nickerson (who was at least good for kicking in doors sometimes). She would take advantage of the fact that her main obstacle was busy onstage and there was a field full of pickup trucks out there, and some of them had to be diesel.

About thirty truckers in Brighton, Colorado, refused to move their rigs in protest of the high cost of diesel fuel, fuel shortages, and the fifty-five-mile-per-hour speed limit. Other drivers followed suit in Iowa, Illinois, Michigan, Nevada, Nebraska, Connecticut, and Delaware. In New Jersey, the governor had to call on the National Guard to remove blockading trucks. The truckers complained that higher fuel prices and lower speed limits were threatening their profits.

I remember being fascinated by trucks— their vivid colours, their discordant musical honks that rattled my eardrums, the lingering scent of diesel fumes they left in their wake, the cryptic personal quotes that I hastened to read before we overtook them. In my juvenile imagination, truckers weren’t deviant. They were free as the breeze, cruising over the cheek of our vast nation without a care in the world. Naturally, the very idea of their life and the possibility of someday travelling with them appealed to me as the stuff of high adventure.

People see me going around constantly flipping off lights and think I’m OCD. No, I’m just turned off by lights that are turned on unnecessarily. It’s not about wasted money, it’s just about waste. Whenever I see someone throwing out food, I just picture all the energy that went into making that food being lost—the diesel in the farm equipment that picked it, the energy in the fertilizer and the whole fertilizer plant, the truck that brought it to the restaurant, the BTUs used to cook it, and the electricity for the heat lamp at the shitty restaurant. All gone because you couldn’t finish your taco salad.

My Truck Takes Diesel “‘In your anger do not sin’; Do not let the sun go down while you are still angry, and do not give the devil a foothold.” EPHESIANS 4:26–27 I know she thought she was helping me when my wife filled my truck with gas. The problem is that my truck is a diesel. Now she was phoning me to come rescue her because the truck wouldn’t start! I told her I was on my way, but all I could think about was what my wife’s actions were going to cost me—anything from draining the tank to replacing the engine. I wish I could say I was just a little frustrated, but the truth is I was angry. I prayed and asked Jesus to help me respond in the right way. Then, because I need to be accountable, I called one of my brothers in recovery and told him what had happened and how angry I was. When I saw my wife, the first words out of my mouth were, “I am so sorry this happened to you. I know this wasn’t in your plans today.” It felt good talking to my brother later and telling him that God had helped me with my anger and given me a good response when I saw my wife. I had acted on, rather than reacted to, a bad situation. It turned out the truck was fine. I drained the tank, put diesel in, and it started right up. The best part is that because I made a good choice, I won’t have to make amends. PRAYER Father, thank you for helping me choose to be kind and forgiving rather than rude and judgmental. Things always go better when I surrender to you. In Jesus’ name, Amen.

Diesel had gotten his nickname because he was built like a Mack truck. .... He stood six feet, six inches tall and his muscles had muscles.

So, there on the front step, he decided to go with total hysteria. He started breathing hard, pumping up some tears, got a good whimpering sob going, then opened the door with a dieseling back sniffle. He fell onto the welcome mat and let loose with a full fire-truck-siren wail.

Then the streets suddenly exploded into life, with ancient cars, bicycles, crowds of people flowing over the sidewalks, and some very strange-looking buses that were pulled by diesel trucks. They were twice as long as an American bus, and shaped something like the letter M with the two ends going up like wings and then sloping down to a flat-roofed low spot in the middle. They were all packed so full of people that it seemed impossible for anyone else to get on, but as I watched one of them stopped, and sure enough, another clump of people crowded in. “Camels,” Chutsky said, and I stared at him curiously. “Excuse me?” I said. He jerked his head at one of the strange buses. “They’re called camels,” he said. “They’ll tell you it’s because of the shape, but my guess is it has to do with the smell inside at rush hour.” He shook his head. “You get four hundred people inside there, coming home from work, no air-conditioning and the windows don’t open. Unbelievable.

HE CALLED HIMSELF THE LIZARD King. The prostitutes known as lot lizards feared him. More precisely, they feared his legend, the idea of him. None of them who’d ever seen his face up close lived to describe it. He was parked in the back row of trucks with his diesel engine idling, his running lights muted, his hair slicked back, and a bundle of tools on the floorboard on the right side of his seat within easy reach. He was hunting but there was no need to go after his prey. The lot lizards would come to him.

From his high perch in the dry and warm cab, his sight lines were clear. The truck plaza itself was filled with activity and he noted it carefully. Vehicles entered and exited the long banks of fuel pumps in front of the garish low-slung building a hundred yards away. Professional truckers filled 150-gallon aluminum tanks with diesel fuel on one side of the lot, passenger cars and vans filled up with gasoline on the other.

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;

They feel excited in a Parisian café where pride in cooking and eating can be felt in the air. By contrast, eating at home tends to be quick, efficient, and routine. Fuel gets put into your stomach. Otherwise, there is no nourishment to the senses or the soul. The modernist architect Le Corbusier called a house “a machine for living,” which sounds rather bleak. It’s just as bleak when meals turn into pit stops for refueling. Your body isn’t looking for fuel the way a diesel truck is. It’s looking for a myriad of nutrients. The ones that work as fuel are few and easy to outline:

The same process is happening all over California and in many other places. The distances sand is hauled are increasing as quarries close to the big cities become depleted or are forced to close. About 80 percent of aggregates are hauled by truck; the rest goes by rail or barge. California officials estimate that if the average hauling distance for sand and gravel increases from twenty-five miles to fifty, trucks will burn through nearly 50 million more gallons of diesel fuel every year in the state alone, spewing more than half a million additional tons of carbon dioxide into the atmosphere.7 Not to mention all the extra traffic and wear and tear on highways.

Which leaves many towns in southern Florida no choice but to dig their sand from inland quarries and haul it to the coast one roaring, diesel-spewing truck at a time. Tourists and locals hate the noise and traffic, and county officials hate the extra cost, which can be easily double that of dredged sand. But it does have some advantages. The inland mines, with their elaborate sorting and washing machines, can deliver sand of a precise spec—the exact size, shape, and color county officials deem appropriate for the beach. Beach town residents and tourists alike are very particular about the color and consistency of their beaches. The sugary white-sand beach has become the global standard of perfection, and any resort falling short of it loses points. (That’s nothing compared to the fussiness of Olympic beach volleyball players. To make sure their bare feet come into contact only with grains of just the right size and shape, sand was brought in from Hainan Island for the 2008 Beijing Games, and from a quarry in Belgium for the 2004 Athens Games.)15 “You pump sand from the ocean floor, you don’t know what you’re getting,” said Eastman. That’s not exactly true; sea sand is examined closely to make sure it is suitable for a given beach before the regulatory agencies will allow it to be dredged for nourishment. But land-mined sand can be sorted, sifted, and cleaned to a uniform standard. The grains that Eastman was emplacing were all about the size of a salt grain, all the same silver gray, unadulterated with stones or shell fragments. Their color was approved using the Munsell color order system, a visual index of hues created in 1915. The sand is tested at the mine, at every 3,000 tons, and every 500 yards on the beach after it’s in place to make sure it’s up to spec. The waves will gradually mix in shells and other organic matter, so in a few months it won’t look as obviously artificial as it does now.

Not unlike the herbicide-spraying campaigns in Asia, Central Europe was also flown over by helicopters spraying chemicals intended to wipe out the deciduous forests, which had gone out of fashion. Beech and oak trees held very little value at that time; low oil prices meant that no one was interested in firewood. The scales were tilted in favour of spruce – sought after by the timber industry and safe from being devoured by the high game populations. Over 5,000 square kilometres of deciduous woodlands was cleared just in my local region of Eifel and Hunsrück, through this merciless method of dropping death from the air. The carrier for the substance, sold under the trade name Tormona, was diesel oil. Elements of this mixture may still lurk in the soil of our forests today; the rusty diesel drums are certainly still lying around in some places. Have things improved now? Not completely, because chemical sprays are still used, even if they’re not directed at the trees themselves. The target of the helicopters and trucks with their atomising nozzles is the insects that feed on the trees and wood. Because the drab spruce and pine monocultures give free rein to bark beetles and butterfly caterpillars, these are then bumped off with contact insecticides. The pesticides, with names like Karate, are so lethal for three months that mere contact spells the end for any unfortunate insects. Parts of a forest that have been sprayed with pesticide are usually marked and fenced off for a while, but wood piles at the side of the track are often not considered dangerous. I would therefore advise against sitting on them when you’re ready for a rest stop and look out for a mossy stump instead, which is guaranteed to be harmless. This is quite apart from the fact that freshly harvested softwood is often very resinous. The stains don’t come out in the normal wash; you need to attack it with a special stain remover. Stacked wood carries another danger: the whole pile is liable to come crashing down. When you know that a single trunk can weigh hundreds of kilograms, you tend to stay away from a precariously stacked pile. It’s not for nothing that the German name for a wood stack is Polter, as in the crashing and banging of a poltergeist. Back to the poison. In areas sprayed by helicopter I wouldn’t pick berries or mushrooms for the rest of the summer. Otherwise, the forest is low in harmful substances compared to industrial agriculture.

THE SUMMER BEFORE COLLEGE Mick drove trucks for the Coke plant, big lumbering GMCs with slide-up side doors from which he pulled down wooden cases of bottles and slung back cases of empties, delivering to corner markets, restaurants and grocery stores in Rockland County. He loved the hard labor and the changing scenes and people, the sun hot on his face through the GMC’s big windshield and on his arm through the open window full of all the scents of summer – spicy fresh-mown alfalfa, sun-warm bark of beeches and birches, black-furrowed soil, the redolent pastures of cattle and sheep, the cool moist air when the road went over a stream. Wherever he sold, people upped their orders. “What I like,” one corner grocer said, “is you never let me down. You always come when you say you will.” Mick shrugged it off but smiled, “Isn’t everybody like that?” “The way you work, you’re gonna make somethin’ of yourself some day.” He drove on, one arm out the window, shoulder warm in the sun, wind cooling his face, in the friendly grease, diesel and sun-hot plastic smell of the truck. Of course you worked hard, everybody should. It made you happy. How could you not work when your family needed it? Tara waiting tables full-time at Primo’s Café on Main Street, Troy running the farm all by himself and delivering papers at four every morning; Dad’s salary at the plastic factory had gone

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.

The place was a truck stop town. Large 18 wheelers lined the sidewalks and cafes. Giant diesel motors roaring their exhaust into the cloudy night skies. Wearied looking truckers climbed into the cabs like captains of gigantic steel ships. She could not imagine anyone trying to maneuver such large metallic beasts all over the roads of the nation. While the idea of being behind the wheel with nothing but the comfort of the radio, and the isolation were appealing. The thought of fighting all the congested traffic in smog infested industrial waters of choking vapors killed any pleasant dreams of the occupation.

Maruti was called upon to take a difficult decision soon after the first bookings had been made. The pick-up truck, a purely commercial vehicle that was part of the original project along with the 800 and the van, got a very poor response—bookings of just 2,000. In the project report, the pick-up truck was expected to account for 20 per cent of total production. The booking response showed that the customers did not want this vehicle, and manufacturing it in small volumes would not be viable. The company realized it had made a serious error of judgement in not recognizing that petrol-driven commercial vehicles could never compete with diesel-driven ones, as the government-determined price of diesel was much lower than petrol. SMC had estimated that the pick-up truck would be very successful because of good experience in other Asian countries. In Pakistan, it was used for rural transport, after being fitted with a canvas top, and sold in large numbers. However, India had a vehicle called the Tempo, which carried a load slightly more than the pick-up truck and ran on diesel. The highly value-conscious Indian customers immediately realized that the pick-up truck would always lose out to the Tempo, because of the Tempo’s lower operating costs. Realizing that the truck would be a failure, Maruti decided to drop its production and to write off the costs incurred till then in tooling and other related activities. This experience was a reminder to Maruti on the importance of correctly assessing the behaviour of Indian customers, and the dangers of transferring experience of other countries to India, without careful examination.

Women are the Achilles’ heel of anyone calling himself a man. We all get taken in by them, somehow, sometime. We may think it’s our brain that drives our body, like the diesel engine that drove the truck collecting the urine of pregnant mares, but in fact we are constantly at the mercy of our pecker, our dick, our cock

When I rode along the Kinshasa Highway as a boy, it was a dusty, unpaved thread that wandered through the Rift Valley toward Lake Victoria, carrying not much traffic. It was a gravel road engraved with washboard bumps and broken by occasional pitlike ruts that could crack the frame of a Land Rover. As you drove along it, you would see in the distance a plume of dust growing larger, coming toward you: an automobile. You would move to the shoulder and slow down, and as the car approached, you would place both hands upon the windshield to keep it from shattering if a pebble thrown up by the passing car hit the glass. The car would thunder past, leaving you blinded in yellow fog. Now the road was paved and had a stripe painted down the center, and it carried a continual flow of vehicles. The overlanders were mixed up with pickup trucks and vans jammed with people, and the road reeked of diesel smoke. The paving of the Kinshasa Highway affected every person on earth, and turned out to be one of the most important events of the twentieth century. It has already cost at least ten million lives, with the likelihood that the ultimate number of human casualties will vastly exceed the deaths in the Second World War. In effect, I had witnessed a crucial event in the emergence of AIDS, the transformation of a thread of dirt into a ribbon of tar.