Trucking Freight Quotes

Flight is many things. Something clean and swift, like a bird skimming across the sky. Or something filthy and crawling; a series of crablike movements through figurative and literal slime, a process of creeping ahead, jumping sideways, running backward. It is sleeping in fields and river bottoms. It is bellying for miles along an irrigation ditch. It is back roads, spur railroad lines, the tailgate of a wildcat truck, a stolen car and a dead couple in lovers' lane. It is food pilfered from freight cars, garments taken from clotheslines; robbery and murder, sweat and blood. The complex made simple by the alchemy of necessity

Softwares are becoming the new cargo ships and freight trucks. Digital files are becoming the new core commodities. The formers won't eliminate the latters, but a restructuring is happening.

In the second part of this century, individualization will be greater than mass production. And logistics will be more about data files and polymer packs than freight trucks and cargo ships.

Glimco was having a problem with a freight hauler that was resisting the union and wouldn’t rehire a shop steward they had fired. It made Joey Glimco look bad to his men, and he wanted me to take care of the matter. I told him nobody needed to paint anybody’s house. I told him to give me a case of Coca-Cola that used to come in those old-fashioned bottles. I said give me one of your men and we’ll handle it. I got on a bridge just down the street from the freight company. When a truck would pull out and drive down to go under the bridge, the man and I dropped bottles of Coke down on the truck. It sounded like bombs going off, and trucks were crashing into the bridge abutment without knowing what was happening. Finally, the drivers refused to take trucks out of the yard, and the freight company came around and rehired the shop steward, but he didn’t get his back pay. Maybe I should have used two cases of Coke. I

Immigration, exile, being uprooted and made a pariah may be the most effective way yet devised to impress on an individual the arbitrary nature of his or her own existence. Who needed a shrink of a guru when everyone we met asked us who we were the moment we opned our mouths and they heard the accent? The truth is, we had no simple answers. Being rattled around in freight trains, open trucks, and ratty ocean-liners, we ended up being a puzzle even to ourselves. At first, that was hard to take; then we got used to the idea. We began to savor it, to enjoy it. Being nobody struck me personally as being far more interesting than being somebody. The streets were full of these "somebodys" putting on confident airs. Half the time I envied them; half the time I looked down on them with pity. I knew something they didn't, something hard to come by unless history gives you a good kick in the ass: how superfluous and insignificant in any grand scheme mere individuals are. And how pitiless are those who have no understanding that this could be their fate too.

Dear Mr. Vermylen: Your company has been one of our good customers for fourteen years. Naturally, we are very grateful for your patronage and are eager to give you the speedy, efficient service you deserve. However, we regret to say that it isn’t possible for us to do that when your trucks bring us a large shipment late in the afternoon, as they did on November 10. Why? Because many other customers make late afternoon deliveries also. Naturally, that causes congestion. That means your trucks are held up unavoidably at the pier and sometimes even your freight is delayed. That’s bad, but it can be avoided. If you make your deliveries at the pier in the morning when possible, your trucks will be able to keep moving, your freight will get immediate attention, and our workers will get home early at night to enjoy a dinner of the delicious macaroni and noodles that you manufacture. Regardless of when your shipments arrive, we shall always cheerfully do all in our power to serve you promptly. You are busy. Please don’t trouble to answer this note.

In the Naked Bed, in Plato’s Cave In the naked bed, in Plato’s cave, Reflected headlights slowly slid the wall, Carpenters hammered under the shaded window, Wind troubled the window curtains all night long, A fleet of trucks strained uphill, grinding, Their freights covered, as usual. The ceiling lightened again, the slanting diagram Slid slowly forth. Hearing the milkman’s chop, His striving up the stair, the bottle’s chink, I rose from bed, lit a cigarette, And walked to the window. The stony street Displayed the stillness in which buildings stand, The street-lamp’s vigil and the horse’s patience. The winter sky’s pure capital Turned me back to bed with exhausted eyes. Strangeness grew in the motionless air. The loose Film grayed. Shaking wagons, hooves’ waterfalls, Sounded far off, increasing, louder and nearer. A car coughed, starting. Morning, softly Melting the air, lifted the half-covered chair From underseas, kindled the looking-glass, Distinguished the dresser and the white wall. The bird called tentatively, whistled, called, Bubbled and whistled, so! Perplexed, still wet With sleep, affectionate, hungry and cold. So, so, O son of man, the ignorant night, the travail Of early morning, the mystery of beginning Again and again, while History is unforgiven.

Bad Job     I got a gig at a trucking company, loading freight, And damn it was bad, sweating in a suicidal St. Louis Summer night   And the dudes in the place were scary looking and numb, Most of them were around thirty to fifty years of age, most Were supporting families; and I was only, twenty-one at the time. My trainer showing me the ropes and the wharves, as it all seemed Too much for me at the time, As the planets in my head swirled One had to do so much to earn a living… so much The guys so scary looking, they had been there so long That were beginning to look like the truck, the trailer, The freight, the skids and the boxes As

Miss Taggart, it is not my place to call you, but nobody else will,” said the voice that came on the wire, this time; the voice sounded young and too calm. “In another day or two, a disaster’s going to happen here the like of which they’ve never seen, and they won’t be able to hide it any longer, only it will be too late by then, and maybe it’s too late already.” “What is it? Who are you?” “One of your employees of the Minnesota Division, Miss Taggart. In another day or two, the trains will stop running out of here—and you know what that means, at the height of the harvest. At the height of the biggest harvest we’ve ever had. They’ll stop, because we have no cars. The harvest freight cars have not been sent to us this year.” “What did you say?” She felt as if minutes went by between the words of the unnatural voice that did not sound like her own. “The cars have not been sent. Fifteen thousand should have been here by now. As far as I could learn, about eight thousand cars is all we got. I’ve been calling Division Headquarters for a week. They’ve been telling me not to worry. Last time, they told me to mind my own damn business. Every shed, silo, elevator, warehouse, garage and dance hall along the track is filled with wheat. At the Sherman elevators, there’s a line of farmers’ trucks and wagons two miles long, waiting on the road. At Lakewood Station, the square is packed solid and has been for three nights. They keep telling us it’s only temporary, the cars are coming and we’ll catch up. We won’t. There aren’t any cars coming. I’ve called everyone I could. I know, by the way they answer. They know, and not one of them wants to admit it. They’re scared, scared to move or speak or ask or answer. All they’re thinking of is who will be blamed when that harvest rots here around the stations—and not of who’s going to move it. Maybe nobody can, now. Maybe there’s nothing you can do about it, either. But I thought you’re the only person left who’d want to know and that somebody had to tell you.

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.

I found my truck where I had left it, parked with the rear against a juniper. Water in the jugs had frozen. A mouse trap in the back still hadn’t caught the mouse who was living in my wool socks and eating holes in my plastic bags. I drove north. By the time the Milky Way was out I had reached the foot of the Book Cliffs and the remains of Thompson, Utah. The train comes through the town and was heading out for Christmas. I was an hour late. The train is customarily two hours late. I still had time to set pennies on the tracks. This was the only time I had seen another customer in the Silver Grill Cafe. Through the window he sat at one end of the counter gesturing toward the gray-haired woman who runs the place, sitting at the other end. I once ordered a cinnamon roll in there, and she peeled open a box she had gone all the way to Moab City Market a couple days earlier to purchase. By telling me this, she was emphasizing the fact that the cinnamon rolls were fresh. She put it in the microwave for me. Gave me an extra pat of butter, the kind with foil around it. I spent an hour once just up the street talking to the post mistress and her cat. I checked the WANTED bulletins, then ran when the train came through. If you are not standing at the tracks in Thompson, the Amtrak will not stop. They call it a whistle stop. One of the few left in the country. The gray-haired woman shut down the cafe, clicked off the front lights. Electricity was buzzing out of the single street light, so I opened the truck door and turned on the tape deck. After a while I shut it off because my battery has never proved itself to be resilient. A couple of freight trains tore through with the impact of sudden cataclysm, flattening my pennies. Then the buzzing of the street light. Then the coyotes. They were yelping and howling up Sego Canyon, where there are pre-Anasazi paintings on the walls—big, round eyes, huge and red, looking over the canyon. The train was three hours late. I stood nearly on the tracks so they couldn’t miss me with that blinding, drunken light. The conductor threw open the steel door. “Shoot,” he yelled. “It’s dark out here!” I dove through and tackled him with my backpacks, flashing a ticket in his face. He quickly announced that I had too many pieces, but the train was already moving. I looked back out. Utah was black. He pulled the door closed and the train began to rock along the tracks. When I came down the aisle I saw a few passengers who were still awake, on their way to San Francisco or Las Vegas. Overhead lights were trained on paperbacks in their laps. They were staring out their windows into absolute darkness. I knew what they were thinking; there is nothing out there.

Trucking as an industry is gargantuan: 10.7 billion tons of freight per year get moved around this great land on trucks, which breaks down to 54 million tons a day, or 350 pounds per man, woman, and child. Per day. It is the most common form of employment in the majority of American states, with more than 12.6 million commercial drivers circulating our highways.

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In the 1990 election campaign both Labour and National parties adopted ambitious targets to reduce greenhouse gas emissions. The country at that point was near carbon-neutral, with sources of emissions balanced by forestry which s3equestered the carbon. However, in the coming decade emissions would skyrocket as New Zealanders drove more; trucks replaced rail and shipping for freight; coal and gas were increasingly burnt for electricity; vast swathes of the country’s farms and wetlands were converted to dairy farming; and coal was used to convert that milk to powder for export. The National government spent the 1990s anguishing over what tool to use to reduce emissions and ended up doing nothing. Labour came in in 1999, signed up to the Kyoto Protocol and announced a carbon tax, but set it so far in the future that coalition politics eventually killed it. Meanwhile, every year, NZ’s net emissions increased from cars, cows and coal. Labour took climate pollution out of the RMA, relying on voluntary commitments and technological wishes… By 2008 NZ’s emissions were 25% higher than they had been in 1990.

Transportation Sector The transportation sector is a close second to industry in terms of energy use. While air travel gets a bad rap, it is transport on highways that by far dominates this sector’s energy use, using more than 10 times the energy of air travel. Of this highway energy, about 75% is expended by small vehicles, the passenger cars and trucks used to move ourselves around. Amazingly, almost half of this is used on trips of less than 20 miles, mostly to get to and from work and for family responsibilities—things like church, shopping, and school. Of non-highway transport, air travel is the largest contributor, followed by ships and then trains. Incidentally, a fully loaded modern jet aircraft gets the equivalent of around 60 miles per gallon (MPG) per passenger, so for traveling long distances, they beat solo road trips in cars (but if you take four friends with you, even a gas-guzzling American car is not so bad—something hyped by the ride-share community). We can even see that the energy required to transport fossil fuels is significant, with about 1% of US energy use committed to transporting natural gas (we’ll come back to this later). Nearly half of freight-rail transportation is used to move coal—most of the other half is wheat and food. A not-so-surprising revelation from a close study

Trucking as an industry is gargantuan: 10.7 billion tons of freight per year get moved around this great land on trucks, which breaks down to 54 million tons a day, or 350 pounds per man, woman, and child.

Eddie Grace's buick Got four bullet holes in the side Charley Delisle is sittin' at the top Of an avocado tree Mrs Storm will stab you with a steak knife If you step on her lawn I got a half a pack of lucky strikes man So come along with me Let's fill our pockets With macadamia nuts And go over to Bobby Goodmanson's And jump off the roof Hilda plays strip poker When her mama's across the street Joey Navinsky says she put Her tongue in his mouth Dicky Faulkner's got a switchblade And some gooseneck risers That eucalyptus is a hunchback There's a wind down from the south So let me tie you up with kite string I'll show you the scabs on my knee Watch out for the broken glass Put your shoes and socks on And come along with me Let's follow that fire truck I think your house is burning down Then go down to the hobo jungle And kill some rattlesnakes with a trowel And we'll break all the windows In the old Anderson place We'll steal a bunch of boysenberrys And smear 'em on your face I'll get a dollar from my mama's purse Buy that skull and crossbones ring And you can wear it round your neck On an old piece of string Then we'll spit on Ronnie Arnold And flip him the bird Slash the tires on the school bus Now don't say a word I'll take a rusty nail Scratch your initials in my arm I'll show you how to sneak up on the roof Of the drugstore I'll take the spokes from your wheelchair And a magpie's wings And I'll tie 'em to your shoulders And your feet I'll steal a hacksaw from my dad Cut the braces off your legs And we'll bury them tonight Out in the cornfield Just put a church key in your pocket We'll hop that freight train in the hall We'll slide all the way down the drain To New Orleans in the fall

Yogurt is good for you. And it’s just one spoon,” Sharpcot had replied, but this stack summoned a billion voices, all of them saying in a chorus, “Just one spoon.” From kids’ lunches and store shelves and desk drawers and airline meal packs, in every country of the world: Canada and the United States and Nicaragua and Uruguay and Argentina and Ireland and Burkina Faso and Russia and Papua New Guinea and New Zealand and very probably the Antarctic. Where wasn’t there disposable cutlery? Plastic spoons in endless demand, in endless supply, from factory floors where they are manufactured and packaged in boxes of 10 or 20 or 100 or 1000 or individually in clear wrap, boxed on skids and trucked to trains freighting them to port cities and onto giant container ships plying the seas to international ports to intercity transport trucks to retail delivery docks for grocery stores and retail chains, supplying restaurants and homes, consumers moving them from shelf to cart to bag to car to house, where they are stuck in the lunches of the children of polluting parents, or used once each at a birthday party to serve ice cream to four-year-olds where only some are used but who knows which? So used and unused go together in the trash, or every day one crammed into a hipster’s backpack to eat instant pudding at his software job in an open-concept walkup in a gentrified neighbourhood, or handed out from food trucks by the harbour, or set in a paper cup at a Costco table for customers to sample just one bite of this exotic new flavour, and so they go into trash bins and dumpsters and garbage trucks and finally vast landfill sites or maybe just tossed from the window of a moving car or thrown over the rail of a cruise ship to sink in the ocean deep.

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

I steered us across a bridge that had been made from an old freight car, a common practice in our part of the world, and pulled up to a number of strands of barbed wire with a steel sign affixed, which read KEEP OUT, PRIVATE PROPERTY, followed by TRESPASSERS WILL BE PROSECUTED. I slowed the truck to a stop and looked at the shiners riding shotgun. “Feel like doing something unlawful?” She cracked the passenger door open and climbed out. “Always, and all ways.

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