Interstate Trucking Quotes

That stupid saying "What you don't know can't hurt you" is ridiculous. What you don't know can kill you. If you don't know that tractor trailer trucks hurt when hitting you, then you can play in the middle of the interstate with no fear - but that doesn't mean you won't get killed.

(knitting while on a motorcycle) "For several years she knitted in secret (my father would not approve; she was to concentrate on motorcycling and LEAN into the curves, etc), and used a small circular needle (socks and mittens) in order to keep the knitting in her pocket until they were under way; then she leaned back slightly so Gaffer couldn't feel the movement of her hands. On the interstate one day, they were slowly passing a semi and my father happened to see the truck driver laugh and point out my mother's knitting to his passenger. Whoops-

And all love that had overtaken her would have to be a memory, a truck on the interstate roaring up from the left, a thing she must let pass.

In Germany, displaying the swastika is a crime punishable by up to three years in prison. In the United States, the rebel flag is incorporated into the official state flag of Mississippi. It can be seen on the backs of pickup trucks north and south, fluttering along highways in Georgia and the other former Confederate states. A Confederate flag the size of a bedsheet flapped in the wind off an interstate in Virginia around the time of the Charlottesville rally.

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.

From The Self-Mover's Bible; The Longest Distance between Two Points is a Shortcut Most of us look at a map and instinctively plot a trip based on the shortest distance or as the crow flies. The difference here is that you aren’t flying a crow you’re driving a truck. Unless you are personally familiar with the alternative route your quickest and safest route is the Interstate. 500 miles of smooth sailing on a six-lane highway takes less time to drive than 400 miles on winding two-lane country roads. The Interstate was made for trucks.

As the streets begin to overflow with police cruisers and satellite vehicles, with fire trucks and ambulances on high alert, you continue walking ever northward, back towards the interstate that delivered you into Oklahoma City. And as the news helicopters begin circling overhead, you hitch a ride out of town with a trio of suburban carpoolers eager to flee their city in ruins. Settling into the backseat of a Range Rover next to a dazed, bespectacled CPA—'Who would do such a thing?' she mutters, over and over, in disbelief—you brush your fingers across your forehead, feeling, for the first time, the lumpy, coagulated texture of the dried blood that coats your naked skin like a shell.

Ironically, in spite of all the care and attention my grandparents devoted to their land, all the food they grew each year ultimately became anonymous, and it ended up eaten by complete strangers. Young calves were sent to feed lots in the Midwest to be fattened on grain. Apples, their skins never perfect enough to be sold as fresh fruit, were transformed into juice, or sauce, or apple pies. The corn, like most grain raised in America, was destined for animal feed. It was, perhaps, fed to the very calves that they had sold, now 1000 miles away. Once the food left the farm, the entire system was turned on its head. The freshness they had worked so hard to attain, picking the fruit at the peak of harvest was replaced with shelf life… their harvest was trucked all across America. It was processed, boxed, frozen, and then shipped again. Their food was trucked down the interstate in 18 wheelers, and hauled away by trains while they slept. Their apples might end up in the filling of a donut in Chicago, or their beef in a taco in Alabama. They had no way of ever really knowing.

Walmart uses data from sales in all their stores to know what products to shelve. Before Hurricane Frances, a destructive storm that hit the Southeast in 2004, Walmart suspected—correctly—that people’s shopping habits may change when a city is about to be pummeled by a storm. They pored through sales data from previous hurricanes to see what people might want to buy. A major answer? Strawberry Pop-Tarts. This product sells seven times faster than normal in the days leading up to a hurricane. Based on their analysis, Walmart had trucks loaded with strawberry Pop-Tarts heading down Interstate 95 toward stores in the path of the hurricane. And indeed, these Pop-Tarts sold well. Why Pop-Tarts? Probably because they don’t require refrigeration or cooking. Why strawberry? No clue. But when hurricanes hit, people turn to strawberry Pop-Tarts apparently. So in the days before a hurricane, Walmart now regularly stocks its shelves with boxes upon boxes of strawberry Pop-Tarts. The reason for the relationship doesn’t matter. But the relationship itself does. Maybe one day food scientists will figure out the association between hurricanes and toaster pastries filled with strawberry jam. But, while waiting for some such explanation, Walmart still needs to stock its shelves with strawberry Pop-Tarts when hurricanes are approaching and save the Rice Krispies treats for sunnier days.

Miles away, the red taillights of semi-trucks were moving along the interstate, and Dustin was suddenly aware that there were people inside them, that they were traveling to distant places and they would never know that he and Rusty were watching them. It made him feel a strange, tingling kind of ache.

Law is not in the law books. Books are one of the first things that come to mind when we think about law: fat texts almost too heavy to lift; dust-covered, leather-bound tomes of precedents; law libraries filled with rows and rows of statutes and judicial opinions. While books tell us a lot about the law, they are not the law. Instead, law lives in conduct, not on the printed page; it exists in the interactions of judges, lawyers, and ordinary citizens. Think, for example, about one of the laws we most commonly encounter: the speed limit. What is the legal speed limit on most interstate highways? Someone who looked only in the law books might think the answer is 65 mph, but we know better. If you drive at 65 mph on the New Jersey Turnpike, be prepared to have a truck bearing down on you, flashing its lights to get you to pull into the slow lane. The speed limit according to drivers’ conduct is considerably higher than 65. And legal officials act the same way. The police allow drivers a cushion and never give a speeding ticket to someone who is going 66. If they did, the judges would laugh them out of traffic court. As a practical matter, the court doesn’t want to waste its time with someone who violated the speed limit by 1 mph, and as a matter of law, the police radar may not be accurate enough to draw that fine a line anyway. So what is the law on how fast you can drive? Something different than the books say.

Ask a question, and a endless map of potential unfurls before you. North, south, east, west, an interstate of unknowings, each with their own exits and truck stops and bends in the roads. You can wander along a question your whole life and never need to stop.

Once we finally get rid of the Christians, we can be free to do what we want without criticism. Just how many camps do we have, if someone could refresh my memory?” “Mr. President, we have one hundred camps, some states have more than two, while the Great Plains states, along with Colorado, Wyoming, and Montana having none of those facilities. Most of the governors have no idea they’re there, and we plan on keeping it that way,” answered Griffiths. “Why aren’t there ones in the Great Plains states?” “For one, there are not enough residents in flyover country to bother with. Secondly, we can cut off food and other supplies to them simply by stopping freight trucks and trains when the TSA shuts down the interstates, highways, and railroads. Starving them seemed like the best option,” answered Evans.

That year the Louisiana Highway Department hired New York’s Robert Moses, the one whom everyone revered as the most progressive highway planner in the nation, to address New Orleans’s traffic problems. Moses’ solution was to ring the city with multilaned expressways that would bring automobiles and trucks to the city’s core.

Those signs start at the top of the state, between the population centers, facing north on the interstate, nestled among all the other billboards that are only designed to reach out-of-state travelers driving south into Florida. So now you got signs for truck stops, motels with free Wi-Fi, citrus stands, fast food, and pictures of car crashes with jagged red lettering to remind people that they might be in pain from something that happened in Cleveland. I mean how does that work? Are this many people suddenly making major medical decisions on vacation? When you’re driving to Niagara Falls, do you see a hundred miles of billboards for joint-replacement surgery, ‘Call 1-800-HIP-OUCH’? . . . Or is it an impulse thing: ‘Let’s see, I’ve been on the road for hours, so I need to stop for gas, use the restroom, get a Big Mac and develop a drug problem.

He pulled on a coat and walked down the flight of stairs from the head house into the distribution floor. Then he walked to the far end to the east. This was the top floor of the grain elevator. He passed eighteen of the great bins–six on one side and twelve on the other, closed up with their huge twenty-foot concrete covers. At the end of the building, the ninety-year-old windows faced the coming night. Out there in the gloaming he could see orange needles standing against the dark reflecting the sunset. These spires luminescing in last light were other grain elevators, dotted across Texas down the rail line–all except one. The exception was a cross shrouded in farmer tin. Its owners billed it as the biggest cross in the world, and it anchored a truck stop and religious bookstore to the Interstate Highway.

A few minutes passed wherein the truck hummed, country music twanged on the radio, and I read the same paragraph in my history book four times. Then Tommy asked, “So, did you two hook up yet?” “Tommy!” I squealed. “What a question!” “What?” He half-turned toward me. “I’m just asking.” “If we hadn’t hooked up,” I said, “that question would be awkward and embarrassing. And if we had hooked up, it would be-“ “-awkward and embarrassing,” Hunter said. Tommy watched Hunter driving for a moment. Tommy’s expression was inscrutable, and I could see in the rearview mirror that Hunter’s was, too. “So you have hooked up,” Tommy concluded. “Of course not,” I said. “Hunter met his girlfriend in the bathroom. He has a fortune-teller and a bar waitress on the side.” “Never say I didn’t raise class.” Tommy turned all the way around to face me. “And how do you know this?” “We live in the same dorm.” Tommy grinned. “Uh-huh. You’re from the same town, the same farm even, you live in the same dorm, you know all about each other’s business, but you haven’t hooked up.” When he put it that way, why hadn’t we? He made it sound as if the prerequisites or hooking up were familiarity, proximity…and he must sense the desire, at least on my end. He didn’t understand the complications, the humiliations, the hundred reasons why not that hummed underneath us like the never-ending sound of New York traffic, or the drone of the Kentucky interstate behind the autumn trees. “It’s none of your business, Dad.” Maybe it was because I could hardly hear Hunter over the motor and the radio, but I was surprised by how embarrassed he sounded, and wistful.

One random Friday, the president announced that an asteroid was on a collision course for Earth. My world and everyone else’s—the entire planet—fell into chaos. Everything that was capable of collapsing eventually did. My grandfather showed up the next day as stores were being ransacked and riots were erupting in the streets. He begged us to run. Escape to his survival-adapted cabin in the middle of nowhere where he’d stored up years’ worth of food and provisions. My parents finally agreed, but they insisted on taking the time to pack all their favorite possessions while Grandpa and I waited impatiently in his old truck. The delay was a mistake. Large groups of violent looters were already hitting the wealthy neighborhoods in town, plundering houses and killing anyone who resisted. My mom and dad didn’t resist. Neither of them had ever thrown a punch or loaded a gun in their lives. But they were killed anyway, and Grandpa and I barely made it out of there alive. By then the interstates and highways were impossible, clogged with cars and roadblocked by aggressive militia groups whose day had finally arrived. Grandpa took us on smaller back roads, shooting at or running over anyone who tried to stop us, until we reached his remote cabin and left the remains of civilization behind. We stayed there—living off everything he’d stored up and using the self-sustaining energy and plumbing systems he’d installed—for more than eight years. A couple of years ago, as our supplies were running low, we realized we’d finally have to leave the safe isolation of our home long enough to scavenge for food and provisions. This region of the Ozarks was abandoned a long time ago as the protected forests and uncultivated wildland overtook the former pockets of residents, but there are still plenty of abandoned buildings remaining.

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Leeds, Massachusetts lived in Gaspar Bantam’s memory as a city of perpetual gloaming, of eternal October. In every memory, in every dream, the faces of jack-o’-lanterns flickered from cornhusk-garlanded porches, treetops glowed orange and red under a sky of charcoal clouds, leaves crunched under your shoes like the snaps and cracks of radio static. The baskets at the farmer’s market spilled over with red and yellow peppers curled like beckoning fingers, and bulbs of garlic hung from knotted strings like clustered nests of pupae. You’d pull the comforter around you for warmth in the mornings but throw your jacket over the bike rack in the sun-seared afternoons before playing Pirates of the Woods. The whole village thrummed and hummed to the constant soundtrack of the peepers and the crickets and the whoosh of trucks on the rush and rumble Interstate. Autumn is said to solemnly herald a kind of dying, but in Leeds, in that shadowy little city tucked into a curve of the mighty Connecticut River, the season is an ecstatic celebration of the fury of death’s rebirth.

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Conceptually, this was an approach borrowed more from the world of freight movers than communications experts. Think of each message as if it were a large house and ask yourself how you would move that house across the country from, say, Boston to Los Angeles. Theoretically, you could move the whole structure in one piece. House movers do it over shorter distances all the time—slowly and carefully. However, it’s more efficient to disassemble the structure if you can, load the pieces onto trucks, and drive those trucks over the nation’s interstate highway system—another kind of distributed network. Not every truck will take the same route; some drivers might go through Chicago and some through Nashville. If a driver learns that the road is bad around Kansas City, for example, he may take an alternate route. As long as each driver has clear instructions telling him where to deliver his load and he is told to take the fastest way he can find, chances are that all the pieces will arrive at their destination in L.A. and the house can be reassembled on a new site. In some cases the last truck to leave Boston might be the first to arrive in L.A., but if each piece of the house carries a label indicating its place in the overall structure, the order of arrival doesn’t matter. The rebuilders can find the right parts and put them together in the right places. In

After the Disaster A picnic in the sequoias, light filtered into planes, and the canopy cut through. Fire raged in that place one month ago. Since I’d been there, I’d have to see it burning. Nature of events to brush against us like the leaves of aspens brush against each other in a grove full of them carved with the initials of people from the small weird town hikers only like for gas. Messages get past borders—water across the cut stem of the sent sunflower alive with good intentions. People who mistake clarity for certainty haven’t learned that listening isn’t taking a transcript, it’s not speech the voice longs for, it’s something deeper inside the throat. Now, from the beginning, recite the alphabet of everything you should have wanted, silverware, a husband, a house to live in like a castle, but I wanted fame among the brave. A winter night in desert light: trucks carving out air-corridors of headlight on the interstate at intervals only a vigil could keep. Constellations so clean you can see the possibilities denied. Talking about philosophy might never be dinner but can return your body to a state of wonder before sleep. The night reduced us to our elements. I wanted water, and whatever found itself unborn in me to stay alive.

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Although a new highway program was politically very contentious, President Eisenhower appointed an advisory committee of executives linked to General Motors, Bechtel engineering, the trucking lobby, and the Teamsters Union (to which truckers belonged) to negotiate the various special interests involved.In 1956 Eisenhower signed the Interstate Highway Act providing for 42,500 miles of a 'National System of Interstate and Defense Highways' across the country at an estimated cost of $27 billion. . . . Journalist Helen Leavitt thought that Congress had been bought and bullied. In her brilliant book Superhighway--Superhoax, she noted that there was no real concern for national defense, since overpasses designed for fourteen-foot vertical clearance were too low to permit the passage of many Army, Navy, and Air Force weapons loaded on transporters, including Atlas missiles. The highway builds had never even consulted the Defense Department.

By the early 1950s, BPR engineers had seemingly lost interest in the broader implications of highway building and focused instead on facilitating automobile and truck transportation.