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.

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 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?

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.

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.

Gypsy cabs jostled and honked...Dollar vans lined the sidewalk and people piled in and out. As I walked down the slope, the buildings grew smaller and squalid. Trees vanished...and the heat picked up. Beyond the brick wall of the Navy Yard, the silver skyline of Manhattan glimmered in the distance like a mirage. The industrial remains of the flats were low and decrepit and mostly abandoned, though a few beeping forklifts unloaded trucks here and there. The storefronts were shuttered except for a bank busy with Orthodox Jews. The funk of a chicken processing plant contaminated the air. I walked along the high brick wall that separated the Navy Yard from the street, frequently stepping over pulverized vials that sparkled like jewels on the sidewalk. There was no shade. I blinked away the dust.

Barra believes she has good reason for optimism. “The U.S. economy and vehicle sales have been rebounding since 2009,” she said of the year industry sales sank to 10.4 million units, prompting plants to be closed and workers to be laid off permanently. But that dramatic cost cutting resulted in the industry being able to reach profitability at a break-even point of only 13 million in vehicle sales, which it has done the last three years and hopes to four-peat in 2015. Barra insists there's plenty of room for the auto industry to grow. “The strength of the labor market, better job security and the recovery in home prices have consumers feeling pretty good about the future, so we expect people will continue to replace their older cars and trucks,” she said, referring to pent-up demand for new vehicles to replace an older fleet on the road now that averages about 11 years of age. Analysts agree, saying employment is up and unemployment down, the economy is doing well, and consumer confidence is up.

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.

pyramid searches,” an idea pioneered by MIT’s Eric von Hippel and others. To conduct a pyramid search, begin by identifying people who are well-informed about the topic you’re interested in and asking them who in their field has even more expertise than they do—in other words, who is at the top of the subject-area “pyramid.” Often those at the peak are the kinds of highly curious, knowledgeable people who can refer you to experts in analogous fields. Then work your way to the top of the next knowledge pyramid and so on, ultimately assembling a panel of insightful people from diverse fields. Poetz and colleagues used the pyramid method to find analogous expertise for a forklift maker that needed a better way to mount and unmount forklifts from trucks. They brainstormed starting points, identifying a logistics-firm owner who was a heavy user of truck-mounted forklifts. That led them to a maker of machinery-mounting systems for farm tractors and eventually to someone in the entertainment-events industry with extensive experience quickly mounting stage equipment at concert venues. It turned out that the concert expert’s insights were directly applicable to the forklift problem and provided an innovative solution.

My thesis holds that a revolution in the nature and content of communication—the Fifth Wave of information—has ended the top-down control elites exerted on the public during the industrial age. For this to be the case, I need to show how the perturbing agent, information, can influence power arrangements. Information must be seen to have real-life effects, and those effects must be meaningful enough to account for a crisis of authority. A century of research on media and information effects has delivered confusing if not contradictory findings. The problem for the analyst is again one of complexity and nonlinearity. Intuitively, it should be a simple matter to establish the effects of information. I see a truck bearing down on me, for example: that’s information. I move out of the way: that’s behavior caused by information. Or I watch television news of the US invasion of Iraq: that’s information. I form an opinion for or against, and agitate politically accordingly: that’s behavior caused by media information.

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Parts of the works were being demolished prior to privatisation. For as far as I could see, cutting torches fizzed and flared and sent up showers of sparks from among the buckled girders. Heaps of waste smouldered in the mud between the huge corrugated sheds, giving off an acrid, low-lying smoke through which I could make out gantries crawling with oxygen pipes; muddy yards where the Mercedes, Volvo and Magirus Deutz trucks were parked in rows; the venous curves of a disused railway line – a bright, almost luminous green moss grew between its dull rails. As we walked past the shed now directly below us, I had seen what I thought were huge steel wheels piled on top of one another. They were already beginning to rust. This reminded me of how, at the turn of the eighteenth century, stone from France became cheaper than Hathersage grit. The grindstone industry collapsed, and work stopped in a day. Half-finished millstones are still scattered around at the base of the Peak District edges, for tourists to eat their lunch off.

It is curious that the #MeToo movement is concerned only with gender representation in particular occupational categories. For instance, most HVAC and refrigeration installers and mechanics are men, yet there is little outcry about getting more girls into vocational training for these jobs. Similarly, virtually all workers in the carting, moving, trucking, and mining industries are males, but female underrepresentation in these high-injury and high-fatality occupations has not sparked celebrity outrage.

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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.

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.

As we saw in the introduction, the evangelists of big data and other human information technologies (whether corporate, scientific, or governmental) are fond of suggesting that “data is the new oil.”9 This is a conscious choice of words to frame the debates over our human information policy in ways that benefit the companies, scientists, and governments who would collect it. It was popularized by a cover story in the Economist magazine in 2017 titled “The World’s Most Valuable Resource Is No Longer Oil, but Data.”10 Data is the new oil, the analogy goes, because the industrial age’s cars, trucks, planes, ships, and power plants were fueled by oil, but the electronic engines of the information age will be fueled by human data.

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The tribe was unprepared for the boom, he believed. After centuries of colonization—of federal entities weakening and displacing tribal institutions—it did not have the resources, let alone the expertise or regulatory power, to control the oil industry. It had no environmental agency to monitor leaks or spills; no transportation department to track trucks; and what was more troubling, it had no criminal jurisdiction over the thousands of non-Native men and women who had come to work, since the U.S. Supreme Court had stripped tribes nationwide of the right to criminally prosecute nonmembers. “It’s like the lottery winners you see on TV,” Fox said. “Their lives get worse, because they’re not ready for it. We’re the same way. My biggest fear is that we end up like other reservations I know—industry comes in, money’s thrown around, everyone celebrates for a while, and when industry leaves, the reservation is in worse shape than before.

The ominous realities of climate change forced a shift in my perspective. Each year, it seemed, the prognosis worsened, as an ever-increasing cloud of carbon dioxide and other greenhouse gases—from power plants, factories, cars, trucks, planes, industrial-scale livestock operations, deforestation, and all the other hallmarks of growth and modernization—contributed to record temperatures. By the time I was running for president, the clear consensus among scientists was that in the absence of bold, coordinated international action to reduce emissions, global temperatures were destined to climb another two degrees Celsius within a few decades. Past that point, the planet could experience an acceleration of melting ice caps, rising oceans, and extreme weather from which there was no return.

But if IOTA lost the confidence of some of the most respected cryptographers in the blockchain community, it continued to generate enthusiasm among a variety of big-name enterprises. That’s perhaps because, quite apart from how badly or otherwise it developed and managed its cryptography, the IOTA team’s economic model is enticing. If its cryptographic flaws can be fixed, the tangle idea could in theory be far less taxing and expensive in terms of computing power than Bitcoin and Ethereum’s methods, which require every computer in their massive networks of validators to process and confirm the entire list of new transactions in each new block. German engineering and electronics giant Bosch has been running a range of experiments with IOTA, including one involving payments between self-driving trucks arranged in an energy-saving linear “platoon.” The idea is that the trucks at the back that are enjoying the benefits of the slipstream would pay IOTA tokens to those at the front to compensate them for bearing the bulk of energy costs in creating that slipstream. Meanwhile, IOTA and Bosch are both part of a consortium called the Trusted IoT Alliance that’s committed to building and securing a blockchain infrastructure for the industry. Other members include Foxconn, Cisco, BNY Mellon, and a slew of blockchain-based startups, such as supply-chain provider Skuchain and Ethereum research lab ConsenSys.

I come to see the trucking industry as structurally vampiric. I don’t say this to be dramatic. It is an industry that creeps along the margins of society and seduces the vulnerable, feeding itself on their aspirations, coaxing them to lend a little bit of their lives and credit in exchange for a promise that is almost never delivered: a stable job and control over their own destiny. Debt is the financial instrument that best expresses hope. Industrial trucking is brilliant at this precise exchange.

A second representative question is, Can you position your company where the forces are weakest? Consider the strategy developed by heavy-truck maker Paccar. This is another industry with an uninviting structure: There are many big, powerful buyers who operate large fleets of trucks; they are price sensitive because trucks represent a large piece of their costs. Rivalry is based on price because (a) the industry is capital intensive, with cyclical downturns, and (b) most trucks are built to regulated standards and therefore look the same. On the supplier side, unions exercise considerable power, as do the large independent suppliers of engines and drive train components. Truck buyers face substitutes for their services (rail, for example), which puts an overall cap on truck prices. Between 1993 and 2007, the industry average return on invested capital (ROIC) was 10.5 percent. Yet over the same period Paccar, a company with about 20 percent of the North American heavy-truck market, earned 31.6 percent. Paccar has developed a positioning within this difficult industry where the forces are the weakest. Its target customer is the individual owner-operator, the guy whose truck is his home away from home. This customer will pay more for the status conferred by Paccar’s Kenworth and Peterbilt brands and for the ability to add a slew of custom features such as a luxurious sleeper cabin or plush leather seats.

It [trucking] is a lifestyle that pounds home the reality that liberty and freedom are deeply related to loneliness and isolation” (p. 111)

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.

Product scope. Is motor oil used in cars part of the same industry as motor oil used in trucks and stationary engines? The oil itself is similar. But automotive oil is marketed through consumer advertising, sold to fragmented customers through powerful channels, and produced locally to offset the high logistics costs of small packaging. Truck and power generation lubricants face a different industry structure—different customers and selling channels, different supply chains, and so on. From a strategy perspective, these are distinct industries.

To put this in perspective, over the last ten years industry turnover in trucking has ranged between 95 to 112 percent. Which is, upon reflection, a range of percentages that barely makes sense. The turnover at a top law firm is 17 percent and that has been deemed a crisis for the profession. The turnover at Starbucks is around 65 percent. One hundred percent turnover in the trucking industry means that every single member of a fleet either retired or quit or was fired and was successfully replaced that year. One hundred twelve percent turnover for a given fleet means that cycle repeated more than once.

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!

Anymal liberationists who release fox or chinchillas from fur farms, free veal calves from chains in abysmal crates, destroy transport trucks that haul terrified turkeys and sheep to their premature deaths, burn slaughterhouses that dismember pigs and chickens, or destroy computers in research facilities are not dangerous terrorists. Anymal liberationists simply believe that life is precious, and that an industry designed to manipulate and destroy life for the sake of profits is ethically and spiritually unacceptable. They do not target the lives of random citizens—or the lives of any citizens. Anymal liberationists do not target life—they target industries (and profits) that flourish at the expense of life—and they attempt to rescue the exploited. Terrorists kill randomly; anymal liberationists have never killed anyone. Anymal liberationists exemplify what it is to live into the core teachings of every major religion concerning rightful relations between human beings and anymals.

Laws in industrialized nations tend to protect profits over life. Just a glimpse of anymals in our food industries (please see the appendix) can help readers to understand why religious teachings focus on respect for and protection of anymals. A hen is fated, from the day she hatches, to a pubescent death on a dismemberment belt. Calves are purposefully kept anemic and perpetually restrained to create veal. Turkeys are genetically manipulated to be too large to walk or breed naturally. Female anymals are perpetually impregnated, and their young taken from them, until they are “spent” and trucked to slaughter. Routine treatment of anymals through industrialized agriculture is, quite frankly, a moral and religious outrage.

Anymal liberationists who release fox or chinchillas from fur farms, free veal calves from chains in abysmal crates, destroy transport trucks that haul terrified turkeys and sheep to their premature deaths, burn slaughterhouses that dismember pigs and chickens, or destroy computers in research facilities are not dangerous terrorists. Anymal liberationists simply believe that life is precious, and that an industry designed to manipulate and destroy life for the sake of profits is ethically and spiritually unacceptable.

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.

As drugs flow up into the United States, all kinds of people make money off them. People are subcontracted to ship, truck, warehouse, and finally smuggle the product over the border. To complicate this, drugs are often bought and sold many times on their journey. People actually handling these narcotics will often have no knowledge which so-called kingpin or cartel ever owned them, only knowing the direct contacts they are dealing with. Ask a New York cocaine dealer who smuggled his product into America. He would rarely have a clue. All this helps explain why the Mexican drug trade is such a confusing web, which confounds both journalists and drug agents. Tracing exactly who touched a shipment on its entire journey is a hard task. But this dynamic, moving industry has a solid center of gravity—turfs, or plazas. Drugs have to pass through a certain territory on the border to get into the United States, and whoever is running those plazas makes sure to tax everything that moves. The border plazas have thus become a choke point that is not seen in other drug-producing nations such as Colombia, Afghanistan, or Morocco. This is one of the key reasons why Mexican turf wars have become so bloody. The vast profits attract all kinds to the Mexican drug trade: peasant farmers, slum teenagers, students, teachers, businessmen, idle rich kids, and countless others. It is often pointed out that in poor countries people turn to the drug trade in desperation. That is true. But plenty of middle-class or wealthy people also dabble. Growing up in the south of England, I knew dozens of people who moved and sold drugs, from private-school boys to kids from council estates (projects). The United States has never had a shortage of its own citizens willing to transport and sell drugs. The bottom line is that drugs are good money even to wealthy people, and plenty have no moral dilemmas about the business.

When we started Nalanda in 2007, there was a lot of buzz around a company called Eicher Motors led by a young, dynamic guy called Siddhartha Lal. Lal had inherited a hodgepodge of poor-quality businesses from his father in 2004. They manufactured motorcycles, footwear, garments, tractors, trucks, auto components, and a few other products, and none was an industry leader. In a remarkably bold strategic move, Lal decided to divest thirteen of the fifteen businesses to focus on just two products: trucks and motorcycles.30 Almost every analyst was gung ho about the future of Eicher; they were all taken in by its dynamic leader who was aggressively culling businesses, something that Indian firms rarely did. However, in 2007, this was a turnaround story with no empirical evidence of success. The company’s biggest hit, the Enfield Classic motorcycle, was launched only in 2010. We decided not to invest in the business. By the 2010s, the company’s motorcycles had taken on cult status in the Indian consumer’s mind. Sales exploded from just 52,000 units in 2009 to 822,000 units in 2019: a sixteen-fold growth. If you had listened to what we had to say about the business, you would not have invested. Your opportunity loss? Seventy times your money from 2007 until 2021. Tesla and Eicher Motors are the kinds of type II error we will inevitably commit because we reject highly indebted businesses, rapidly evolving industry landscapes, and turnarounds.

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

For a restaurant, this testing phase could be in your kitchen with family and friends, or it could be a temporary pop-up restaurant or food truck that allows for efficient access to customers without investing too much capital into a full-blown restaurant.

The boom brought an increase of crime, drug use, and damage to sacred tribal lands. Industry trucks dumped toxic fluid into ditches by the road or unloaded radioactive waste, a byproduct of fracking, into garbage bins and backyards.

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.

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

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.

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.

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.

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In 2020 the EU announced partnerships worth US$91 million with Airbus, Israel Aerospace Industries, and Elbit to use their services to maintain an ongoing drone presence over the Mediterranean. Elbit’s Hermes drone and IAI’s Heron drone were used during Israel’s wars against Gaza since 2008.5 There’s growing competition in drone sales—Turkey’s TB2 can carry laser-guided bombs, be placed in a flatbed truck, and costs far less than Israeli or American drones, but Israeli models remain hugely popular.6 In 2017, Israeli drone manufacturers accounted for 60 percent of the global drone market in the previous three decades.

Since the time of Edison, American business innovation and entrepreneurship have given the United States a technological edge over geopolitical rivals and ensured U.S. military supremacy. Ford’s mass-produced trucks and cars proved critical in many battles of World War I in overcoming Germany’s advantageous access to European railroad transport. Over the course of the war, the United States manufactured more than 70 percent of all allied war material, with Ford Motor Company alone contributing more than the entire Italian national war effort. By the 1940s, the U.S. domestic oil industry, dominated by Rockefeller’s Standard Oil, constituted two-thirds of world oil production and was a crucial factor in closing Britain’s fuel deficit compared to Germany and Japan.

After everybody was settled, Paulson presented his offer. Koch would unilaterally rewrite all the work rules inside the refinery. The seniority system the union enjoyed would be gone. The rules that barred employees from doing work in different “trades” would be gone. The employee shuttle truck? Gone. The rule about a bonus payment for overtime without two hours’ notice? Gone. And then Paulson showed the union men that there would be precious little room for negotiation. These were the new rules. This was how things would work at the refinery. End of story. This might have seemed like a bluff; like a way for Paulson to start the contract negotiations with a Texas swagger. But after Christmas, and into the first frigid days of the new year, it became clear to the union that Paulson was not bluffing. He was not going to negotiate. In the eyes of the OCAW men, there was no choice as to what to do next. On January 9, 1973, at four in the afternoon, the entire unionized workforce left their stations and walked off the property grounds.

Under Tyson, all these businesses have been drawn onto one property. The company controls every step of meat production, with each aspect being centrally directed from the company’s headquarters in Springdale. The company’s control spans the lifetime of the animals it raises. Before there is a chicken or an egg, there is Tyson. The company’s geneticists select which kinds of birds will be grown. They breed and crossbreed the avian bloodlines to engineer meaty breasts and rapid metabolism in the same way automobiles are first cut from clay, then engineered on a drafting board before they’re built. The birds begin their brief life at the Tyson plant, within the heated hive of its industrial hatchery. The company produces more than two billion eggs a year, but none of them are sold to consumers. They are all hatched inside the company’s buildings and the chicks are transported in Tyson trucks to Tyson farms. The Tyson trucks retrieve the birds six weeks later, bringing them back to the plant, where the chickens are funneled into chutes in the side of the slaughterhouses

Fifteen million people were uprooted from their homes by India’s 1947 Partition. Seventy years later, during the pandemic, India was in the throes of its worst reverse migration. This time, the population exodus was estimated to be more than double. For two months, India’s national highways were filled with millions of migrants trudging hundreds of kilometres on foot, cycles, trucks and trains, back to their villages. For the ruling classes, these reverse migrants desperately walking home might as well have been ghosts. Most of them were returning from developed industrial cities and towns in southern and western India to their impoverished homes in the backward eastern states, Bihar among them. Due to poverty, unemployment, landlessness and hunger, more than half of Bihari households have at least one member who is a migrant, largely within India.