Trucking Industry Quotes

I am by nature a person suspicious of the economic machine that feeds me. And yet I am a captive of that economic machine, and my mind is structured by its lessons and demands. I consume its wealth with zest. I drive a truck, watch a color television, and write on a computer, but I cannot overcome the feeling that these objects and the industrial culture that produced them are temporary things, a kind of fat beast feeding on the bounty of the earth that will starve to death within the next century, or at least be severely diminished.

Contrary to popular opinion, my dad was not a lazy man. He was not lazy at all, for instance, when it came to Going Places In His Truck. He was also very industrious about Preparing To Go Camping. And if something really interested him, he would work on it all day.

People, and not only Americans, are losing their sons, husbands, brothers, and fathers for no other reason than the profits of US armaments corporations, and the gullible American people seem proud of it. Those ribbon decals on their cars, SUVs and monster trucks proclaim their naive loyalty to the armaments industries and to the whores in Washington who promote wars.

Jimmy Hoffa once said to Frank Sheeran enthusiastically, “If you got it, Irish, a truck driver brought it to you. Don’t ever forget that. That’s the whole secret to what we do.” That “you got it” part covered food, clothing, medicine, building materials, fuel for home and industry, just about everything. Because a nationwide trucking strike could literally starve and shut down the nation, Bobby Kennedy called Jimmy Hoffa’s Teamsters “the most powerful institution in the country aside from the United States government.…

Another significant factor in the problem that blacks faced in getting over-the-road truck driving positions was the refusal of white truck drivers to ride with them. In 1966, The Wall Street Journal reported that one Teamster official asked, “Would you like to climb in a bunk bed that a nigger just got out of?” Another said, “To my knowledge no law has been written yet that says a white man has to bed down with Negroes.”[102] Teamster officials protected union men who were discharged by a company for refusing to ride with a black driver.[103] Seniority rules, the refusal of white drivers to ride with black drivers, and the Teamsters’ highly discriminatory job-referral practices contributed to reducing black opportunities for jobs in the trucking industry.[104]

Mek sat in the cab, doing some self-maintenance work. Instead of a verbal reply, I got a text message: SYLVATRONICS INDUSTRIAL UNIT A023 PROCESSING AN REINTEGRATION WILL BE COMPLETE IN 57 SECONDS. VERBAL COMMUNICATIONS WILL BE POSSIBLE IN ABOUT 65 SECONDS. Oh well, I've caught rookie driving partners in the middle of all sorts of things. At least with robots you don't have to guess.

Istanbul was an illusion. A magician’s trick gone wrong. Istanbul was a dream that existed solely in the minds of hashish eaters. In truth, there was no Istanbul. There were multiple Istanbuls – struggling, competing, clashing, each perceiving that, in the end, only one could survive. There was, for instance, an ancient Istanbul designed to be crossed on foot or by boat – the city of itinerant dervishes, fortune-tellers, matchmakers, seafarers, cotton fluffers, rug beaters and porters with wicker baskets on their backs … There was modern Istanbul – an urban sprawl overrun with cars and motorcycles whizzing back and forth, construction trucks laden with building materials for more shopping centres, skyscrapers, industrial sites … Imperial Istanbul versus plebeian Istanbul; global Istanbul versus parochial Istanbul; cosmopolitan Istanbul versus philistine Istanbul; heretical Istanbul versus pious Istanbul; macho Istanbul versus a feminine Istanbul that adopted Aphrodite – goddess of desire and also of strife – as its symbol and protector … Then there was the Istanbul of those who had left long ago, sailing to faraway ports. For them this city would always be a metropolis made of memories, myths and messianic longings, forever elusive like a lover’s face receding in the mist.

This historic general election, which showed that the British are well able to distinguish between patriotism and Toryism, brought Clement Attlee to the prime ministership. In the succeeding five years, Labor inaugurated the National Health Service, the first and boldest experiment in socialized medicine. It took into public ownership all the vital (and bankrupted) utilities of the coal, gas, electricity and railway industries. It even nibbled at the fiefdoms and baronies of private steel, air transport and trucking. It negotiated the long overdue independence of India. It did all this, in a country bled white by the World War and subject to all manner of unpopular rationing and controls, without losing a single midterm by-election (a standard not equaled by any government of any party since). And it was returned to office at the end of a crowded term.

More laying hens are slaughtered in the United States than cattle or pigs. Commercial laying hens are not bred for their flesh, but when their economic utility is over the still-young birds are trucked to the slaughterhouse and turned into meat products. In the process they are treated even more brutally than meat-type chickens because of their low market value. Their bones are very fragile from lack of exercise and from calcium depletion for heavy egg production, causing fragments to stick to the flesh during processing. The starvation practice known as forced molting results in beaded ribs that break easily at the slaughterhouse. Removal of food for several days before the hens are loaded onto the truck weakens their bones even more. Currently, the U.S. egg industry and the American Veterinary Medical Association oppose humane slaughter legislation for laying hens on the basis that their low economic value does not justify the cost of 'humane slaughter' technology. The industry created the inhumane conditions that are invoked to rationalize further unaccountability and cruelty.

I went to the room in Great Jones Street, a small crooked room, cold as a penny, looking out on warehouses, trucks and rubble. There was snow on the windowledge. Some rags and an unloved ruffled shirt of mine had been stuffed into places where the window frame was warped and cold air entered. The refrigerator was unplugged, full of record albums, tapes, and old magazines. I went to the sink and turned on both taps all the way, drawing an intermittent trickle. Least is best. I tried the radio, picking up AM only at the top of the dial, FM not at all." The industrial loft buildings along Great Jones seemed misproportioned, broad structures half as tall as they should have been, as if deprived of light by the great skyscraper ranges to the north and south." Transparanoia owns this building," he said. She wanted to be lead singer in a coke-snorting hard-rock band but was prepared to be content beating a tambourine at studio parties. Her mind was exceptional, a fact she preferred to ignore. All she desired was the brute electricity of that sound. To make the men who made it. To keep moving. To forget everything. To be that sound. That was the only tide she heeded. She wanted to exist as music does, nowhere, beyond maps of language. Opal knew almost every important figure in the business, in the culture, in the various subcultures. But she had no talent as a performer, not the slightest, and so drifted along the jet trajectories from band to band, keeping near the fervers of her love, that obliterating sound, until we met eventually in Mexico, in somebody's sister's bed, where the tiny surprise of her name, dropping like a pebble on chrome, brought our incoherent night to proper conclusion, the first of all the rest, transactions in reciprocal tourism. She was beautiful in a neutral way, emitting no light, defining herself in terms of attrition, a skinny thing, near blond, far beyond recall from the hard-edged rhythms of her life, Southwestern woman, hard to remember and forget...There was never a moment between us that did not measure the extent of our true connection. To go harder, take more, die first.

The the street was quiet again. Country quiet. That's partly what took city natives like the Whitlams by surprise, Falk thought: the quiet. He could understand them seeking out the idyllic country lifestyle, a lot of people did. The idea had an enticing, wholesome glow when it was weighed out from the back of a traffic jam, or while crammed into a gardenless apartment. They all had the same visions of breathing fresh clean air and knowing their neighbors. The kids would eat home-grown veggies and learn the value of an honest day's work. On arrival, as the empty moving truck disappeared form sight, they looked around and were always taken aback by the crushing vastness of the open land. The space was the thing that hit them first. There was so much of it. There was enough to drown in. To look out and see not another soul between you and the horizon could be a strange and disturbing sight. Soon, they discovered that the veggies didn't grow as willingly as they had in the city window box. That every single green shoot had to be coaxed and prized from the reluctant soil, and the neighbors were too busy doing the same on an industrial scale to muster much cheer in their greetings. There was no daily bumper-to-bumper commute, but there was also nowhere much to drive to. Falk didn't blame the Whitlams, he'd seen it many times before when he was a kid. The arrivals looked around at the barrenness and the scale and the sheer bloody hardness of the land, and before long their faces all said exactly the same thing. "I didn't know it was like this." He turned away, remembering how the rawness of local life had seeped into the kids' paintings at the school. Sad faces and brown landscapes.

What was shocking were the rewards my father's cousins had gathered in the intervening couple of decades. They farmed now on thousands of acres, not hundreds. They drove fancy pickup trucks, owned lakefront property and second homes. A simple Internet search offered the truth of where their riches had come from: good ol' Uncle Sam. Recently I clicked again on a database of farm subsidy payments, and found that five of my father's first cousins had been paid, all told, $3 million between 1995 and 2005 - and that on top of whatever they'd earned outright for the sale of their corn and soybeans. They worked hard, certainly. They'd saved and scrimped through the lean years. They were good and honorable yeoman, and now they'd come through to their great reward: a prime place at the trough of the welfare state. All that corn syrup guzzled down the gullets of America's overweight children, all that beef inefficiently fattened on cheap feed, all that ethanol being distilled in heartland refineries: all of it underwritten by as wasteful a government program as now exists this side of the defense industry. In the last ten years, the federal government has paid $131 million in subsidies and disaster insurance in just the county [in Minnesota] where I grew up. Corn is subsidized to keep it cheap, and the subsidies encourage overproduction, which encourages a scramble for ever more ways to use corn, and thus bigger subsidies - the perfect feedback loop of government welfare.

This poetry is utilitarian—heavy-duty, industrial strength poetry. It is meant to be read aloud and, even better, memorized and recited. It is best used in the natural world where there are starlit skies, the warmth of blazing fires, and sounds and sights of open expanse. This book is meant to be carried with you in the glove box of a pickup truck, the back pocket of a worn pair of pants, even a saddlebag. It is not made to take up space on a library shelf, squeezed between other unread volumes. Take it along; you never know when the opportunity will be just right. Nothing pleases more than to see copies of the book twice as thick as the original from continued page turning, with turned-down corners marking favorite poems, or the whole shape curved to match the owner’s posterior.

The true potential of additive manufacturing is not with industry but with individuals. Instead of a system where giant factories manufacture products in mass then ship them on giant boats planes and trucks all around the earth just so a bunch of individuals each get a few things they ordered… we'll have a system where product designs are instantly sold purchased or licensed and manufactured instantly in millions of tiny factories in a decentralized network of production and consumption.

Animals arrive at slaughter exhausted, thirsty, hungry, and terrified. Every year 100,000 factory farmed cattle arrive at slaughter injured, or too dispirited to walk; undercover investigators have repeatedly documented downed animals who are kicked, beaten, pushed with bulldozers, and dragged from transport trucks with ropes or a chain, though they are fully conscious, in pain, and bellowing pitifully. Cows exploited in the dairy industry, because they are older and their bodies have been exhausted by perpetual pregnancy, birthing, and milking, are among the most pathetic when they arrive at slaughter.

It is impossible to describe the shock of return. I recall that I stood for the longest time staring at a neatly painted yellow line on a neatly formed cement curb. Yellow yellow line line. I pondered the human industry, the paint, the cement truck and concrete forms, all the resources that had bone into one curb. For what? I could not quite think of an answer. So that no car would park there? Are there so many cars that America must be divided into places with and places without them? Was it always so, or did they multiply vastly, along with telephones and new shoes and transistor radios and cellophane-wrapped tomatoes, in our absence?

It is impossible to describe the shock of return. I recall that I stood for the longest time staring at a neatly painted yellow line on a neatly formed cement curb. Yellow yellow line line. I pondered the human industry, the paint, the cement truck and concrete forms, all the resources that had gone into that one curb. For what? I could not quite think of the answer. So that no car would park there? Are there so many cars that America must be divided into places with and places without them? Was it always so, or did they multiply vastly, along with telephones and new shoes and transistor radios and cellophane-wrapped tomatoes, in our absence?

The quintessential "self-made man" (and it is almost always a man) is self-sufficient, confident, stoic, righteously industrious, performatively heterosexual, and power. His success is signified through acquisition--home ownership, marriage, and children--and display of taste and things--craft beer and Courvoisier, Teslas and big trucks, bespoke suits and I-don't-care CEO hoodies. On the surface, it looks like that idea has evolved some. We have our Beyonces, Baracks, and Buttigiegs. But that doesn't mean the American Dream has become liberated from its origins or that its promise of freedom is more free. It just means more of us are permitted entry to the club if we do the double duty of conforming to its standards and continuing to meet the ones set for us--women must lean in, queer couples must get married, people of color must be master code-switchers.

What a strange responsibility it was, to hold someone’s death in your hands. Death seemed fragile, like crumpled paper, a thousand years old. One false move and I could crush it. Death was like old, brittle lace, the appliqué about to separate from the fine mesh threads, nearly shredded, hanging there, beautiful and delicate and about to disintegrate. Life wasn’t like that. Life was robust. It was stubborn. Life took so much to ruin. One had to beat it out of the body. Even just the slightest seed of life, a fertilized egg, took payment, an expert, a machine, and an industrial vacuum, I’d heard. Life was persistent. There it was, every day. Each morning it woke me up. It was loud and brash. A bully. A lounge singer in a garish sequin dress. A runaway truck. A jackhammer. A brush fire. A canker sore. Death was different. It was tender, a mystery. What was it, even? Why did anybody have to die?

The companies that hauled the oil away were called renderers. Besides restaurant oil, renderers also collected animal carcasses—pigs and sheep and cows from slaughterhouses, offal thrown out by butcher shops and restaurants, euthanized cats and dogs from the pound, dead pets from veterinary clinics, deceased zoo animals, roadkill. Mounds of animals were trucked to the rendering plant and bulldozed into large pots for grinding and shredding; then the raw meat product was dumped into pressure cookers, where fat separated from meat and bones at high heat. The meat and bones were pulverized into protein meal for canned pet food. The animal fat became yellow grease, which was recycled for lipstick, soap, chemicals, and livestock feed. So cows ate cow, pigs ate pig, dogs ate dog, cats ate cat, and human beings ate the meat fed on dead meat, or smeared it over their faces and hands. Rendering was one of the oldest industries in the country, going back to the age of tallow, lard, and candlelight, and one of the most secretive.

Clark Air base in Angeles City is a hub of commerce. The streets teem with industrious Filipinos hustling to make a living. Rusty cars and trucks clog narrow streets and honk their horns with abandon. Jeepneys ferry passengers around town for only a few pesos and serve as public transportation. The jeepney is the official vehicle of the Philippines. Jeepneys are long, open-sided jeeps and have bench seats for passengers. The best jeepneys are very ornate, their hoods festooned with a multitude of fancy chrome horses and ornaments, multihued streamers, and hand-operated rubber-bulb horns. Safety standards are third-world-relaxed in the PI, and jeepney drivers casually smoke cigarettes while they sit with plastic containers of gasoline nestled between their feet. The clear plastic jugs have a tube that connects to the engine and serves as the jeepney’s improvised gas tank, making it easier for the driver to monitor and conserve fuel. Jeepneys are not the only transportation available. Small, sidecar-equipped motorcycles called tricycles, also serve as cheap taxis, crowding the streets near popular establishments. The alleys are lined with side-by-side food stalls, and street vendors occupy every corner.

The Irish and Italian immigrants who came to New York in the same period didn’t have that advantage. They didn’t have a skill specific to the urban economy. They went to work as day laborers and domestics and construction workers—jobs where you could show up for work every day for thirty years and never learn market research and manufacturing and how to navigate the popular culture and how to negotiate with the Yankees, who ran the world. Or consider the fate of the Mexicans who immigrated to California between 1900 and the end of the 1920s to work in the fields of the big fruit and vegetable growers. They simply exchanged the life of a feudal peasant in Mexico for the life of a feudal peasant in California. “The conditions in the garment industry were every bit as bad,” Soyer goes on. “But as a garment worker, you were closer to the center of the industry. If you are working in a field in California, you have no clue what’s happening to the produce when it gets on the truck. If you are working in a small garment shop, your wages are low, and your conditions are terrible, and your hours are long, but you can see exactly what the successful people are doing, and you can see how you can set up your own job.”*

Ohio hadn’t gone through the same real estate boom as the Sun Belt, but the vultures had circled the carcasses of dying industrial towns––Dayton, Toledo, Mansfield, Youngstown, Akron––peddling home equity loans and refinancing. All the garbage that blew up in people’s faces the same way subprime mortgages had. A fleet of nouveau riche snake oil salesmen scoured the state, moving from minority hoods where widowed, churchgoing black ladies on fixed incomes made for easy marks to the white working-class enclaves and then the first-ring suburbs. The foreclosures began to crop up and then turn into fields of fast-moving weeds, reducing whole neighborhoods to abandoned husks or drug pens. Ameriquest, Countrywide, CitiFinancial––all those devious motherfuckers watching the state’s job losses, plant closings, its struggles, its heartache, and figuring out a way to make a buck on people’s desperation. Every city or town in the state had big gangrenous swaths that looked like New Canaan, the same cancer-patient-looking strip mall geography with brightly lit outposts hawking variations on usurious consumer credit. Those entrepreneurs saw the state breaking down like Bill’s truck, and they moved in, looking to sell the last working parts for scrap.

The very forces of matter, in their blind advance, impose their own limits. That is why it is useless to want to reverse the advance of technology. The age of the spinning-wheel is over and the dream of a civilization of artisans is vain. The machine is bad only in the way that it is now employed. Its benefits must be accepted even if its ravages are rejected. The truck, driven day and night, does not humiliate its driver, who knows it inside out and treats it with affection and efficiency. The real and inhuman excess lies in the division of labor. But by dint of this excess, a day comes when a machine capable of a hundred operations, operated by one man, creates one sole object. This man, on a different scale, will have partially rediscovered the power of creation which he possessed in the days of the artisan. The anonymous producer then more nearly approaches the creator. It is not certain, naturally, that industrial excess will immediately embark on this path. But it already demonstrates, by the way it functions, the necessity for moderation and gives rise to reflections on the proper way to organize this moderation. Either this value of limitation will be realized, or contemporary excesses will only find their principle and peace in universal destruction.

Innovation and disruption are ideas that originated in the arena of business but which have since been applied to arenas whose values and goals are remote from the values and goals of business. People aren’t disk drives. Public schools, colleges and universities, churches, museums, and many hospitals, all of which have been subjected to disruptive innovation, have revenues and expenses and infrastructures, but they aren’t industries in the same way that manufacturers of hard-disk drives or truck engines or drygoods are industries. Journalism isn’t an industry in that sense, either. Doctors have obligations to their patients, teachers to their students, pastors to their congregations, curators to the public, and journalists to their readers--obligations that lie outside the realm of earnings, and are fundamentally different from the obligations that a business executive has to employees, partners, and investors. Historically, institutions like museums, hospitals, schools, and universities have been supported by patronage, donations made by individuals or funding from church or state. The press has generally supported itself by charging subscribers and selling advertising. (Underwriting by corporations and foundations is a funding source of more recent vintage.) Charging for admission, membership, subscriptions and, for some, earning profits are similarities these institutions have with businesses. Still, that doesn’t make them industries, which turn things into commodities and sell them for gain.

THE SK8 MAKER VS. GLOBAL INDUSTRIALIZATION This new era of global industrialization is where my personal analogy with the history of the skateboard maker diverges. It’s no longer cost-effective to run a small skateboard company in the U.S., and the handful of startups that pull it off are few and far between. The mega manufacturers who can churn out millions of decks at low cost and record speed each year in Chinese factories employ proprietary equipment and techniques that you and I can barely imagine. Drills that can cut all eight truck holes in a stack of skateboard decks in a single pull. CNC machinery to create CAD-perfect molds used by giant two-sided hydraulic presses that can press dozens of boards in a few hours. Computer-operated cutting bits that can stamp out a deck to within 1⁄64 in. of its specified shape. And industrial grade machines that apply multicolored heat-transfer graphics in minutes. In a way, this factory automation has propelled skateboarding to become a multinational, multi-billion dollar industry. The best skateboarders require this level of precision in each deck. Otherwise, they could end up on their tails after a failed trick. Or much worse. As the commercial deck relies more and more on a process that is out of reach for mere mortals, there is great value in the handmade and one of a kind. Making things from scratch is a dying art on the brink of extinction. It was pushed to the edge when public schools dismissed woodworking classes and turned the school woodshop into a computer lab. And when you separate society from how things are made—even a skateboard—you lose touch with the labor and the materials and processes that contributed to its existence in the first place. It’s not long before you take for granted the value of an object. The result is a world where cheap labor produces cheap goods consumed by careless customers who don’t even value the things they own.

Cohn assembled the best statistics that could be compiled. Trump would not read, so Cohn brought charts to the Oval Office. The numbers showed that the American auto industry was fine. One big chart showed Detroit’s Big Three were producing 3.6 million fewer cars and light trucks since 1994, but the rest of the U.S., mostly in the Southeast, was up the same 3.6 million. The entire BMW 3 series in the world were made in South Carolina, Cohn said. The Mercedes SUVs were all made in the United States. The millions of auto jobs lost in Detroit had moved to South Carolina and North Carolina because of right-to-work laws.

Build a statue of me, just as I am right now, with this basket of meat and shirts. I am a monument to the trucking industry, supercenters, and the failure of urban planning. Build me out of the particle board they used to make the desk hutch in Home & Office Solutions. I will stand until the end of time. The termites will taste me and retch.

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.

Industrialization, for example. Even if the reservation could attract and sustain large-scale industry heavy or light, which it cannot, what have the Navajos to gain by becoming factory hands, lab technicians and office clerks? The Navajos are people, not personnel; nothing in their nature or tradition has prepared them to adapt to the regimentation of application forms and time clock. To force them into the machine would require a Procrustean mutilation of their basic humanity. Consciously or unconsciously the typical Navajo senses this unfortunate truth, resists the compulsory miseducation offered by the Bureau, hangs on to his malnourished horses and cannibalized automobiles, works when he feels like it and quits when he has enough money for a party or the down payment on a new pickup. He fulfills other obligations by getting his wife and kids installed securely on the public welfare rolls. Are we to condemn him for this? Caught in a no-man’s-land between two worlds the Navajo takes what advantage he can of the white man’s system—the radio, the pickup truck, the welfare—while clinging to the liberty and dignity of his old way of life. Such a man would rather lie drunk in the gutters of Gallup, New Mexico, a disgrace to his tribe and his race, than button on a clean white shirt and spend the best part of his life inside an air-conditioned office building with windows that cannot be opened.

SUV ownership began to rise in the US during the late 1980s, it eventually diffused globally, and by 2020 the average SUV emitted annually about 25 percent more CO2 than a standard car.[76] Multiply that by the 250 million SUVs on the road in 2020, and you will see how the worldwide embrace of these machines has wiped out, several times over, any decarbonization gains resulting from the slowly spreading ownership (just 10 million in 2020) of electric vehicles. During the 2010s, SUVs became the second-highest cause of rising CO2 emissions, behind electricity generation and ahead of heavy industry, trucking, and aviation. If their mass public embrace continues, they have the potential to offset any carbon savings from the more than 100 million electric vehicles that might be on the road by 2040!

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.

At least since 1998, when truck engine makers paid one billion dollars to settle an emissions scandal, vehicle manufacturers had been on notice that getting caught trying to fool the government could be expensive. In the meantime, the technology to check auto emissions on the road had also advanced, increasing the chances of discovery. Everyone in the industry knew that—except, apparently, Volkswagen. “I was shocked,” Carder said. “After all the stuff that happened in the nineties, how could anyone do this?

You used to look out the window of your daddy's truck riding to the Towne House and imagine that somewhere from one of these tract houses amid the razor grass and the industrial-maze skyline of contorted steel, a boy riding to the dance might also be pretending that he was being ferried over snowy hills in a Russian sledge. Or perhaps in another truck cab, a girl your age was rethumbing Catcher in the Rye and half believing that in the Towne House Holden Caulfield would be waiting under the exit sign in all his wounded, cynical splendor. And that very evening conversation would be struck like a flint, and endless isolate dark illuminated. But how would such a person find you unless you hung it all out there?

In his first two years in the White House, Obama accomplished more than any president since LBJ. Not only did he staunch the bleeding of an economy on the brink of disaster and pass health care reform, but he also saved the American auto industry, passed landmark Wall Street reform, raised fuel efficiency standards in cars and trucks, struck down the ban on gays in the military, expanded college aid and reformed student loans, paved the way for new clean energy sources, and passed the Lilly Ledbetter Law to combat pay discrimination against women. He also began to make good on ending America’s longest-running wars, negotiated a new arms control treaty, and rallied the world behind withering sanctions that would bring Iran to

Virtually everything of any value in North Korea originates in China, and it mostly reaches the DPRK via Dandong. North Korean officials and businessmen, like the men I met on the train from Beijing, coming cap in hand on state-sponsored shopping trips are everywhere. Easily spotted by their badges proclaiming their loyalty to the various Kims, at night they haunt the Korean restaurants and karaoke bars within view of the DPRK itself. During the day, they congregate on the street by the border post beneath the bridge that leads to North Korea. From the early morning to the late afternoon, the line of trucks waiting to cross into the DPRK tails back down the road. There are warehouses and wholesale shops all along it and a constant procession of North Koreans going in and out of them. They buy spark plugs and coils of wire, generators and tyres, household appliances and kitchenware. The goods are destined for North Korea’s armed forces, more than a million strong, for the few industrial concerns still working, or for the Pyongyang elite.

In his first two years in the White House, Obama accomplished more than any president since LBJ. Not only did he staunch the bleeding of an economy on the brink of disaster and pass health care reform, but he also saved the American auto industry, passed landmark Wall Street reform, raised fuel efficiency standards in cars and trucks, struck down the ban on gays in the military, expanded college aid and reformed student loans, paved the way for new clean energy sources, and passed the Lilly Ledbetter Law to

Google’s trucks would pull up to libraries and quietly walk away with boxes of books to be quickly scanned and returned. “If you don’t have a reason to talk about it, why talk about it?” Larry Page would argue, when confronted with pleas to publicly announce the existence of its program. The company’s lead lawyer on this described bluntly the roughshod attitude of his colleagues: “Google’s leadership doesn’t care terribly much about precedent or law.” In this case precedent was the centuries-old protections of intellectual property, and the consequences were a potential devastation of the publishing industry and all the writers who depend on it. In other words, Google had plotted an intellectual heist of historic proportions. What motivated Google in its pursuit? On one level, the answer is clear: To maintain dominance, Google’s search engine must be definitive. Here was a massive store of human knowledge waiting to be stockpiled and searched. On the other hand, there are less obvious motives: When the historian of technology George Dyson visited the Googleplex to give a talk, an engineer casually admitted, “We are not scanning all those books to be read by people. We are scanning them to be read by an AI.” If that’s true, then it’s easier to understand Google’s secrecy. The world’s greatest collection of knowledge was mere grist to train machines, a sacrifice for the singularity. Google is a company without clear boundaries, or rather, a company with ever-expanding boundaries. That’s why it’s chilling to hear Larry Page denounce competition as a wasteful concept and to hear him celebrate cooperation as the way forward. “Being negative is not how we make progress and most important things are not zero sum,” he says. “How exciting is it to come to work if the best you can do is trounce some other company that does roughly the same thing?” And it’s even more chilling to hear him contemplate how Google will someday employ more than one million people, a company twenty times larger than it is now. That’s not just a boast about dominating an industry where he faces no true rivals, it’s a boast about dominating something far vaster, a statement of Google’s intent to impose its values and theological convictions on the world.