Machinery Shipping Quotes

So most people go around with grimy machinery, when all it would take is a bit of spit and polish to make them paladins once more, bold knights and true.

What shall I give? and which are my miracles? 2. Realism is mine--my miracles--Take freely, Take without end--I offer them to you wherever your feet can carry you or your eyes reach. 3. Why! who makes much of a miracle? As to me, I know of nothing else but miracles, Whether I walk the streets of Manhattan, Or dart my sight over the roofs of houses toward the sky, Or wade with naked feet along the beach, just in the edge of the water, Or stand under trees in the woods, Or talk by day with any one I love--or sleep in the bed at night with any one I love, Or sit at the table at dinner with my mother, Or look at strangers opposite me riding in the car, Or watch honey-bees busy around the hive, of a summer forenoon, Or animals feeding in the fields, Or birds--or the wonderfulness of insects in the air, Or the wonderfulness of the sundown--or of stars shining so quiet and bright, Or the exquisite, delicate, thin curve of the new moon in spring; Or whether I go among those I like best, and that like me best--mechanics, boatmen, farmers, Or among the savans--or to the _soiree_--or to the opera. Or stand a long while looking at the movements of machinery, Or behold children at their sports, Or the admirable sight of the perfect old man, or the perfect old woman, Or the sick in hospitals, or the dead carried to burial, Or my own eyes and figure in the glass; These, with the rest, one and all, are to me miracles, The whole referring--yet each distinct and in its place. 4. To me, every hour of the light and dark is a miracle, Every inch of space is a miracle, Every square yard of the surface of the earth is spread with the same, Every cubic foot of the interior swarms with the same; Every spear of grass--the frames, limbs, organs, of men and women, and all that concerns them, All these to me are unspeakably perfect miracles. To me the sea is a continual miracle; The fishes that swim--the rocks--the motion of the waves--the ships, with men in them, What stranger miracles are there?

Why do you need that thing?" September asked. "None of the airports back home have them." "They do. You just can't see them right," Betsy Basilstalk said with a grin. "All customs agents have them, otherwise, why would people agree to stand in line and be peered at and inspected? We all live inside the terrible engine of authority, and it grinds and shrieks and burns so that no one will say, lines on maps are silly. Where you live, the awful machinery is smaller, harder to see. Less honest, that's all. Whereas Rupert here? He's as honest as they come. Does what it says on the box.

Look,” Six snaps, “we can’t just stand around gabbing. They could be co—” Six is cut off by the sudden roar of a noise overhead. It’s a sound made by no earthly machinery. We all look up just as the silver Mogadorian ship throws on its floodlights, momentarily blinding us. Five, shielding his eyes, turns to look at me. “Is that your ship?” he asks. “Mogadorians!” I shout at him. Already, dark shapes are descending from the ship, the first wave of Mogadorian warriors on their way to attack. “Oh,” says Five, blinking confusedly at the ship. “So that’s what they look like.

But as you get older, your courage attracts gunk and crusty things and dirt and fear and knowing how bad things can get and what pain feels like. By the time you're half-grown, your courage barely moves at all, it's so grunged up with living. So every once in a while, you have to scrub it up and get the works going or else you'll never be brave again. Unfortunately, there are not so many facilities in the world that proveide the kind of services we do. So most people go around with grimy machinery, when all it would take is a bit of spit and polish to make them paladins once more, bold knights and true.

Willie experienced the strange sensations of the first days of a new captain: a shrinking of his personal identiy, and a stretching out of his nerve ends to all the spaces and machinery of the ship. He was less free than before. He developed the apprehensive listening ears of a young mother; the ears listened on in his sleep; he never quite slept, not the way he had before.

It always gave Wolf a peculiar thrill thus to tighten his grip upon his stick, thus to wrap himself more closely in his faded overcoat. Objects of this kind played a queer part in his secret life-illusion. His stick was like a plough-handle, a ship's runner, a gun, a spade, a sword, a spear. His threadbare overcoat was like a medieval jerkin, like a monk's habit, like a classic toga! It gave him a primeval delight merely to move one foot in front of the other, merely to prod the ground with his stick, merely to feel the flapping of his coat about his knees, when this mood predominated. It always associated itself with his consciousness of the historic continuity---so incredibly charged with marvels of dreamy fancy---of human beings moving to and fro across the earth. It associated itself, too, with his deep, obstinate quarrel with modern inventions, with modern machinery....

This tub is for washing your courage...When you are born your courage is new and clean. You are brave enough for anything: crawling off of staircases, saying your first words without fearing that someone will think you are foolish, putting strange things in your mouth. But as you get older, your courage attracts gunk and crusty things and dirt and fear and knowing how bad things can get and what pain feels like. By the time you're half-grown, your courage barely moves at all, it's so grunged up with living. So every once in awhile, you have to scrub it up and get the works going or else you'll never be brave again. Unfortunately, there are not many facilities in your world that provide the kind of services we do. So most people go around with grimy machinery, when all it would take is a bit of a spit and polish to make them paladins once more, bold knights and true. ... This tub is for washing your wishes...For the wishes of one's old life wither and shrivel like old leaves if they are not replaced with new wishes when the world changes. And the world always changes. Wishes get slimy, and their colors fade, and soon they are just mud, like all the rest of the mud, and not wishes at all, but regrets. The trouble is, not everyone can tell when they ought to launder their wishes. Even when one finds oneself in Fairyland and not at home at all, it is not always so easy to catch the world in its changing and change with it. ... Lastly, we must wash your luck. When souls queue up to be born, they all leap up at just the last moment, touching the lintel of the world for luck. Some jump high and can seize a great measure of luck; some jump only a bit and snatch a few loose strands. Everyone manages to catch some. If one did not have at least a little luck, one would never survive childhood. But luck can be spent, like money, and lost, like a memory; and wasted, like a life. If you know how to look, you can examine the kneecaps of a human and tell how much luck they have left. No bath can replenish luck that has been spent on avoiding an early death by automobile accident or winning too many raffles in a row. No bath can restore luck lost through absentmindedness and overconfidence. But luck withered by conservative, tired, riskless living can be pumped up again--after all, it is only a bit thirsty for something to do.

It was against this backdrop that the great fortunes were made, fortunes which allowed the first families to dominate the society of that era. Theodore Parker, a crusading minister in the 1840s, wrote of the Lowells and these other great families: “This class is the controlling one in politics. It mainly enacts the laws of this state and the nation; makes them serve its turn . . . It can manufacture governors, senators, judges to suit its purposes as easily as it can manufacture cotton cloth. This class owns the machinery of society . . . ships, factories, shops, water privileges.” They were also families which had a fine sense of protecting their own position, and they were notorious for giving large grants to Harvard College, which was their college, and just as notorious for doing very little for public education.

If we damage our life-support machinery beyond repair, there is no possibility of a resupply ship showing up in the nick of time to save us.

But in a gale, the silent machinery of a sailing-ship would catch not only the power, but the wild and exulting voice of the world’s soul. Whether she ran with her tall spars swinging, or breasted it with her tall spars lying over, there was always that wild song, deep like a chant, for a bass to the shrill pipe of the wind played on the sea-tops, with a punctuating crash, now and then, of a breaking wave. At times the weird effects of that invisible orchestra would get upon a man’s nerves till he wished himself deaf.

Could the Burmese trade for themselves? Can they make machinery, ships, railways, roads? They are helpless without you. What would happen to the Burmese forests if the English were not here? They would be sold immediately to the Japanese, who would gut them and ruin them. Instead of which, in your hands, actually they are improved. And while your business men develop the resources of our country, your officials are civilising us, elevating us to their level, from pure public spirit. It is a magnificent record of self-sacrifice.

(I know, it's a poem but oh well). Why! who makes much of a miracle? As to me, I know of nothing else but miracles, Whether I walk the streets of Manhattan, Or dart my sight over the roofs of houses toward the sky, Or wade with naked feet along the beach, just in the edge of the water, Or stand under trees in the woods, Or talk by day with any one I love--or sleep in the bed at night with any one I love, Or sit at table at dinner with my mother, Or look at strangers opposite me riding in the car, Or watch honey-bees busy around the hive, of a summer forenoon, Or animals feeding in the fields, Or birds--or the wonderfulness of insects in the air, Or the wonderfulness of the sun-down--or of stars shining so quiet and bright, Or the exquisite, delicate, thin curve of the new moon in spring; Or whether I go among those I like best, and that like me best-- mechanics, boatmen, farmers, Or among the savans--or to the soiree--or to the opera, Or stand a long while looking at the movements of machinery, Or behold children at their sports, Or the admirable sight of the perfect old man, or the perfect old woman, Or the sick in hospitals, or the dead carried to burial, Or my own eyes and figure in the glass; These, with the rest, one and all, are to me miracles, The whole referring--yet each distinct, and in its place. To me, every hour of the light and dark is a miracle, Every cubic inch of space is a miracle, Every square yard of the surface of the earth is spread with the same, Every foot of the interior swarms with the same; Every spear of grass--the frames, limbs, organs, of men and women, and all that concerns them, All these to me are unspeakably perfect miracles. To me the sea is a continual miracle; The fishes that swim--the rocks--the motion of the waves--the ships, with men in them, What stranger miracles are there?

In this world, as in our own, nearly all the chief means of production, nearly all the land, mines, factories, railways, ships, were controlled for private profit by a small minority of the population. These privileged individuals were able to force the masses to work for them on pain of starvation. The tragic farce inherent in such a system was already approaching. The owners directed the energy of the workers increasingly towards the production of more means of production rather than to the fulfilment of the needs of individual life. For machinery might bring profit to the owners; bread would not. With the increasing competition of machine with machine, profits declined, and therefore wages, and therefore effective demand for goods. Marketless products were destroyed, though bellies were unfed and backs unclad. Unemployment, disorder, and stern repression increased as the economic system disintegrated. A familiar story! As conditions deteriorated, and the movements of charity and state-charity became less and less able to cope with the increasing mass of unemployment and destitution, the new pariah-race became more and more psychologically useful to the hate-needs of the sacred, but still powerful, prosperous. The theory was spread that these wretched beings were the result of secret systematic race-pollution by riff-raff immigrants, and that they deserved no consideration whatever. They were therefore allowed only the basest forms of employment and the harshest conditions of work. When unemployment had become a serious social problem, practically the whole pariah stock was workless and destitute. It was of course easily believed that unemployment, far from being due to the decline of capitalism, was due to the worthlessness of the pariahs.

The sudden silence was the first thing many survivors of the Hoel, the Gambier Bay, the Samuel B. Roberts, and the Johnston noticed after their ships had been smashed and swallowed. To many, the quiet was unwelcome. The noise of battle--the roar of machinery, the shrieks and blasts of shells incoming and outbound, the shouts and screams of their buddies--had anesthetized fear. Now the noise lifted like a curtain, unveiling the hidden inner vistas of their grief and shock. When their ships sank, their duties went down with them.

Think of Chicago as a piece of music, perhaps,” he continued. “In it you can hear the thousands of years of people living here and fishing and hunting, and then bullets and axes, and the whine of machinery, and the bellowing of cattle, and the shriek of railroads, and the thud of fists and staves and crowbars, and a hundred languages, a thousand dialects. And the murmur of the lake like a basso undertone. Ships and storms, snow and fire. To the north the vast dark forests, and everywhere else around the city rolling fields of farms, and all roads leading to Chicago, which rises from the plains like Oz, glowing with light and fire at night, drawing people to it from around the world. A roaring city, gunfire and applause and thunder. Gleaming but made of bone and stone. Bitter cold and melting hot and clotheslines hung in the alleys and porches like the webbing of countless spiders. A city without illusions but with vaulting imaginations and expectations. A city of burning energies on the shore of a huge northern sea. An American city, with all the violence and humor and grace and greed of this particular powerful adolescent country. Perhaps the American city—no other city in the nation is as big and central and grown up from the very soil. Chicago was never ruled by Spain or England or France or Russia or Texas, it shares no ocean with other countries, it is no mere regional captain, like Cincinnati or Nashville; it is itself, all brawn and greed and song, brilliant and venal, almost a small nation, sprawling and vulgar and foul and beautiful, cold and cruel and wonderful. Its music is the blues, of course. Sad and uplifting at once, elevating and haunting at the same time. You sing so that you do not weep. You have no choice but to sing. So you raise up your voice and sing of love and woe, and soon another voice joins in, and you sing together, for a while, for a time, perhaps a brief time, but perhaps not.…

You had a jumpship and you gave it away?” Nikki’s eyes widened in astonishment. “Do you have any more?” “Not at present. Oh, look, a General-class cruiser.” Miles reached for it. “My father commanded one of those, once, I believe. Do you have any Betan Survey ships . . . ?” Heads bent together, they laid out the little fleet on the floor. Nikki, Miles was pleased to find, was well-up on all the tech-specs of every ship he owned; he expanded wonderfully, his voice, formerly shy around Miles-the-weird-adult-stranger, growing louder and faster in his unselfconscious enthusiasm as he detailed his machinery. Miles’s stock rose as he was able to claim personal acquaintance with nearly a dozen of the originals for the models, and add a few interesting nonclassified jumpship anecdotes to Nikki’s already impressive fund of knowledge.

mistake—could these facts lead to any conclusion other than that they were the desperate emissaries of some body, political or otherwise, who intended to sacrifice themselves, their fellow-passengers, and the ship, in one great holocaust? The whitish granules which I had seen one of them pour into the box formed no doubt a fuse or train for exploding it. I had myself heard a sound come from it which might have emanated from some delicate piece of machinery. But what did they mean by their allusion to to-night? Could it be that they contemplated putting their horrible design into execution on the very first evening of our voyage? The mere thought of it sent a cold shudder over me, and made me for a moment superior even to the agonies of sea-sickness. I have remarked that I am a physical coward. I am a moral one also. It is seldom that the two defects are united to such a degree in the one character. I have known many men who were most sensitive to bodily danger, and yet were distinguished for the independence and strength of their minds. In my own case, however, I regret to say that my quiet and retiring habits had fostered a nervous dread of doing anything remarkable or making myself conspicuous, which exceeded, if possible, my fear of personal peril.

The framers were wise in their generation and wanted to do the very best possible to secure their own liberty and independence, and that also of their descendants to the latest days. It is preposterous to suppose that the people of one generation can lay down the best and only rules of government for all who are to come after them, and under unforeseen contingencies. At the time of the framing of our constitution the only physical forces that had been subdued and made to serve man and do his labor, were the currents in the streams and in the air we breathe. Rude machinery, propelled by water power, had been invested sails to propel ships upon the waters and been set to catch the passing breeze – but the application of steam to propel vessels against both wind and current, and machinery to do all manner of work had not been thought of. The instantaneous transmission of messages around the world by means of electricity would probably that day have been attribute to witchcraft or a league with the Devil. Immaterial circumstances had changed as greatly as material ones. We could not and ought not to be rigidly bound by the rules laid down under circumstances so different for emergencies so utterly unanticipated. The fathers themselves would have been the first to declare that their prerogatives were not irrevocable.

Let’s begin with this notion that society, not entrepreneurs, is primarily responsible for the success of an enterprise. What is the evidence for that? Actually there is very little. Consider the great inventions and innovations of the nineteenth century that made possible the Industrial Revolution and the rising standard of living that propelled America into the front ranks of the world by the mid-twentieth century. Who built the telegraph, and the great shipping lines, and the railroads, and the airplanes? Who produced the tractors and the machinery that made America the manufacturing capital of the world? Who built and then made available home appliances like the vacuum cleaner, the automatic dishwasher, and the microwave oven? More recent, who built the personal computer, the iPhone, and the software and search engines that power the electronic revolution? Entrepreneurs, that’s who. Government played a role, but that role was extremely modest. In the nineteenth century, the government did little more than grant licenses to companies to operate on the high seas or to go ahead and build railroads. As is often the case when there are government favors to be had, such licenses and contracts were attended with the usual lobbying, cajoling, and corruption. In the twentieth century, the government refused to help the Wright brothers because it had its own cockamamie idea about how airplanes should be built; the Wright brothers, on their own, actually went ahead and built one that could fly, and the government was so angry that for a long time it simply ignored this stunning new invention.

structure has been defined as ‘any assemblage of materials which is intended to sustain loads’, and the study of structures is one of the traditional branches of science. If an engineering structure breaks, people are likely to get killed, and so engineers do well to investigate the behaviour of structures with circumspection. But, unfortunately, when they come to tell other people about their subject, something goes badly wrong, for they talk in a strange language, and some of us are left with the conviction that the study of structures and the way in which they carry loads is incomprehensible, irrelevant and very boring indeed. Yet structures are involved in our lives in so many ways that we cannot really afford to ignore them: after all, every plant and animal and nearly all of the works of man have to sustain greater or less mechanical forces without breaking, and so practically everything is a structure of one kind or another. When we talk about structures we shall have to ask, not only why buildings and bridges fall down and why machinery and aeroplanes sometimes break, but also how worms came to be the shape they are and why a bat can fly into a rose-bush without tearing its wings. How do our tendons work? Why do we get ‘lumbago’? How were pterodactyls able to weigh so little? Why do birds have feathers? How do our arteries work? What can we do for crippled children? Why are sailing ships rigged in the way they are? Why did the bow of Odysseus have to be so hard to string? Why did the ancients take the wheels off their chariots at night? How did a Greek catapult work? Why is a reed shaken by the wind and why is the Parthenon so beautiful? Can engineers learn from natural structures? What can doctors and biologists and artists and archaeologists learn from engineers? As it has turned out, the struggle

Take a factory, a railway, a ship on the high seas, said Engels: is it not clear that not one of these complex technical establishments, based on the use of machinery and the systematic co-operation of many people, could function without a certain amount of subordination and, consequently, without a certain amount of authority or power?

Take a factory, a railway, a ship on the high seas, is it not clear that not one of these complex technical establishments, based on the use of machinery and the systematic co-operation of many people, could function without a certain amount of subordination and, consequently, without a certain amount of authority or power?

Money, without brains, always is dangerous. Properly used, it is the most important essential of civilization. The simple breakfast here described could not have been delivered to the New York family at a dime each, or at any other price, if organized capital had not provided the machinery, the ships, the railroads, and the huge armies of trained men to operate them. Some

The frictional generator with its Leyden jar and the chemical battery continued to be the primary sources of electricity until late in the nineteenth century. Both were feeble, limited, and expensive compared with the products of the development of steam, the broad-shouldered steam engines that powered factories, raised water, propelled ships, and hauled trainloads of passengers and freight. On a smaller but complementary scale, horses moved goods and passengers within the city and generated power directly or by turning sweeps on the farm. The fuels most in demand for heating and to power machinery were wood and coal. United States energy consumption reached 70 percent wood in 1870, shifting to 70 percent coal by 1900.7 Kerosene was a cheap lighting fuel where coal-derived town gas wasn’t available, and petroleum increased its share as its use for lighting and lubrication grew.

Feeding the urban fleet of horses hay and grain supported many thousands of farmers. An idle riding horse in New York City required about 9,000 calories of oats and hay per day. A draft horse in the same city working in construction required almost 30,000 calories of the same feeds. Annually, each draft horse consumed about 3 tons of hay and 62.5 bushels (1 ton) of oats. It took roughly four acres of good farmland to supply a working city horse that year’s worth of feed.9 At the beginning of the nineteenth century, when cities in America were limited largely to the East Coast, farmers seldom transported bulky loose hay more than twenty to thirty miles to city markets.10 The commercialization of the hay press in the 1850s, operated by hand or by horse-powered sweep, reduced the bulk and thus lowered the cost of shipping hay, while the opening of the Midwest’s tallgrass prairies to settlement and farming in the intervening years met the increasing demand for horse feed. By 1879, national hay production totaled 35 million tons, a figure that had nearly tripled to 97 million tons by 1909. More than half the land in New England was devoted to hay by 1909 as well, and at least twenty-two states harvested more than a million acres a year of hay and forage.11 The mechanization of American agriculture with horse-drawn or horse-powered machinery supported this vast expansion.

The tramp steamer entered my field of vision as slowly as a wounded saurian. I could not believe my eyes. With the wondrous splendor of Saint Petersburg in the background, the poor ship intruded on the scene, its sides covered with dirty streaks of rust and refuse that reached all the way to the waterline. The captain's bridge, and the row of cabins on the deck for crew members and occasional passengers, had been painted white a long time before. Now a coat of grime, oil, and urine gave them an indefinite color, the color of misery, of irreparable decadence, of desperate, incessant use. The chimerical freighter slipped through the water to the agonized gasp of its machinery and the irregular rhythm of driving rods that threatened at any moment to fall silent forever. Now it occupied the foreground of the serene, dreamlike spectacle that had held all my attention, and my astonished wonder turned into something extremely difficult to define. This nomadic piece of sea trash bore a kind of witness to our destiny on earth, a pulvis eris that seemed truer and more eloquent in these polished metal waters with the gold and white vision of the capital of the last czars behind them. The sleek outline of the buildings and wharves on the Finnish coast rose at my side. At that moment I felt the stirrings of a warm solidarity for the tramp steamer, as if it were an unfortunate brother, a victim of human neglect and greed to which it responded with a stubborn determination to keep tracing the dreary wake of its miseries on all the world's seas. I watched it move toward the interior of the bay, searching for some discreet dock where it could anchor without too many maneuvers and, perhaps, for as little money as possible. The Honduran flag hung at the stern. The final letters of the name that had almost been erased by the waves were barely visible:... cyon. In what seemed too mocking an irony, the name of this old freighter was probably the Halcyon.

Like Charlie Chaplin's bolt-tightening factory laborer in "Modern Times" (1936), spinning along with the very cogwheel he's working on--only with less humor and more pathos--they were ghosts in the machinery, component parts of their chilly, refrigerator-white mother ship.

The Martian troops, moreover, had no control over where their ships were to land. Their ships were controlled by fully automatic pilot-navigators, and these electronic devices were set by technicians on Mars so as to make the ships land at particular points on Earth, regardless of how awful the military situation might be down there. The only controls available to those on board were two push-buttons on the center post of the cabin—one labeled on and one labeled off. The on button simply started a flight from Mars. The off button was connected to nothing. It was installed at the insistence of Martian mental-health experts, who said that human beings were always happier with machinery they thought they could turn off.

When you are born,” the golem said softly, “your courage is new and clean. You are brave enough for anything: crawling off of staircases, saying your first words without fearing that someone will think you are foolish, putting strange things in your mouth. But as you get older, your courage attracts gunk and crusty things and dirt and fear and knowing how bad things can get and what pain feels like. By the time you’re half-grown, your courage barely moves at all, it’s so grunged up with living. So every once in a while, you have to scrub it up and get the works going or else you’ll never be brave again. Unfortunately, there are not so many facilities in your world that provide the kind of services we do. So most people go around with grimy machinery, when all it would take is a bit of spit and polish to make them paladins once more, bold knights and true.

Greater cause for insomnia lay in not knowing the proficiency of one’s crew. Admiral Ghormley had been hampered by this uncertainty. He didn’t know what his ships and commanders were capable of. He hadn’t spent time with them, or among them; hadn’t been physically present to assess critical variables, from their intangible esprit to the physical soundness of their machinery. He was candid about this. “I did not know, from actual contact, the ability of the officers, nor the material condition of the ships nor their readiness for battle, nor did I know their degree of training for warfare such as was soon to develop in this area. Improvement was acquired while carrying out combat missions,” he would write. This was a startling admission of a leadership failure.

Their owners returned to Philadelphia each fall, leaving the resort a ghost town. Samuel Richards realized that mass-oriented facilities had to be developed before Atlantic City could become a major resort and a permanent community. From Richards’ perspective, more working-class visitors from Philadelphia were needed to spur growth. These visitors would only come if railroad fares cost less. For several years Samuel Richards tried, without success, to sell his ideas to the other shareholders of the Camden-Atlantic Railroad. He believed that greater profits could be made by reducing fares, which would increase the volume of patrons. A majority of the board of directors disagreed. Finally in 1875, Richards lost patience with his fellow directors. Together with three allies, Richards resigned from the board of directors of the Camden-Atlantic Railroad and formed a second railway company of his own. Richards’ railroad was to be an efficient and cheaper narrow gauge line. The roadbed for the narrow gauge was easier to build than that of the first railroad. It had a 3½-foot gauge instead of the standard 4 feet 8½ inches, so labor and material would cost less. The prospect of a second railroad into Atlantic City divided the town. Jonathan Pitney had died six years earlier, but his dream of an exclusive watering hole persisted. Many didn’t want to see the type of development that Samuel Richards was encouraging, nor did they want to rub elbows with the working class of Philadelphia. A heated debate raged for months. Most of the residents were content with their island remaining a sleepy little beach village and wanted nothing to do with Philadelphia’s blue-collar tourists. But their opinions were irrelevant to Samuel Richards. As he had done 24 years earlier, Richards went to the state legislature and obtained another railroad charter. The Philadelphia-Atlantic City Railway Company was chartered in March 1876. The directors of the Camden-Atlantic were bitter at the loss of their monopoly and put every possible obstacle in Richards’ path. When he began construction in April 1877—simultaneously from both ends—the Camden-Atlantic directors refused to allow the construction machinery to be transported over its tracks or its cars to be used for shipment of supplies. The Baldwin Locomotive Works was forced to send its construction engine by water, around Cape May and up the seacoast; railroad ties were brought in by ships from Baltimore. Richards permitted nothing to stand in his way. He was determined to have his train running that summer. Construction was at a fever pitch, with crews of laborers working double shifts seven days a week. Fifty-four miles of railroad were completed in just 90 days. With the exception of rail lines built during a war, there had never been a railroad constructed at such speed. The first train of the Philadelphia-Atlantic City Railway Company arrived in the resort on July 7, 1877. Prior to Richards’ railroad,

The second point which now strikes me forcibly is the need to design our warships, aircraft and weapons for a tough war in all climates and to try them out in realistic tests in peace in every kind of weather. In World War I, our shells had been no good; but in World War II, we remembered this, and our explosives were on the whole satisfactory, though some of the bombs were bad. Our torpedoes were elderly but well tried and reliable — both the Germans and the Americans started the war with advanced but useless torpedoes! The design of our main propulsion machinery was also rather ancient, but both engines and boilers were rugged and reliable and ran like trains throughout the war. The Germans introduced some sophisticated high-pressure, high-temperature machinery just before the war started, and they had many teething troubles which resulted in ships being out of action for months at a time. The lesson here is to avoid getting new equipment into full production until it has been thoroughly tested at sea.

Bosun Calhoun then launched into an account of the attack the day before and reviewed the damage suffered by the sunken battleships. He said the USS Nevada was berthed astern of the Arizona when she was struck by a torpedo in her bow. She managed to get under way with her guns blazing, the only battleship able to do so. As she rounded the southern tip of Ford Island, she was smashed with an avalanche of bombs, which started intense fires. When the thick, pungent smoke from the fires poured into the machinery spaces, the black gang, or engineers, headed for topside and fresh air. This forced abandonment left the pumping machinery inoperative. The forward ammunition magazines were purposely flooded to prevent explosions from the fires, but the after magazines were also flooded by mistake, which caused the ship to sink lower and lower in the water. In addition, ballast tanks were flooded on the starboard side to correct a port list. As more water entered the ship, many fittings that passed through watertight bulkheads began to leak, flooding all machinery spaces and causing loss of all electrical and mechanical power. Nevada was sinking in the ship channel.

Part of the satisfaction, you see, is in witnessing the mess. Because, regardless of how we’ve insinuated ourselves in the machinery of Lether’s vast commerce, the most bitter truth is that the causes behind this impending chaos are in fact systemic. Granted, we’re hastening things somewhat, but dissolution – in its truest sense – is an integral flaw in the system itself. It may well view itself as immortal, eminently adaptable and all that, but that’s all both illusional and delusional. Resources are never infinite, though they might seem that way. And those resources include more than just the raw product of earth and sea. They also include labour, and the manifest conceit of a monetary system with its arbitrary notions of value – the two forces we set our sights on, by the way. Shipping out the lowest classes – the dispossessed – to pressure the infrastructure, and then stripping away hard currency to escalate a recession – why are you two staring at me like that?

For billions and billions of years, while the planet Earth was spinning through space, the process of evolution took place. There were minerals, then plants, then animals, all formed from atoms created in the stars. The planet had been floating in space for 4.5 billion years before modern humans showed up. It is worth noting that before humans showed up, life on Earth for the other species stayed pretty much the same. Food, shelter, and survival were the name of the game. Things haven’t really changed that much for them. The monkeys lived in trees for tens of millions of years, just as they do now. The fish swam in the waters for hundreds of millions of years, just as they do now. Everything on Earth stayed pretty much the same until you humans showed up with your human mind. You discovered electricity and made the nighttime bright. You built giant skyscrapers and machinery that never existed before. You even dug into the earth, extracted minerals, and developed advanced materials like silicon chips. Then you built a rocket ship, got in, and flew to the moon. Compare that to what any other animals have done. They are living exactly the same as they did a thousand years ago, a hundred thousand years ago, a million years ago. You’re not. You used to live in caves; now you’re planning to live on Mars. What did that? Did God hide a rocket ship, and you found it somewhere? No, your mind did that. Your mind figured out everything was made of atoms, then you figured out how to split the atom. The human mind actually figured out how the universe was made, all the way down to the quantum level. Your mind put up the Hubble Space Telescope that can see back to the beginning of creation. The Hubble can pick up light that has been traveling through space for more than thirteen billion years. This allows us to see what was happening thirteen billion years ago. Can you even think about that? The fact is you can because you have a human mind.

Think of a tree. The roots of a tree spread in a most complicated manner through the ground, extracting all kinds of necessary things. This nourishment passes, unified, up the plain column of its trunk, and bursts out in the air into a countless multitude of leaves. So all the varying forces, the stresses and resistances, proceeding from that welter of machinery, are unified into the simple rotation of this horizontal column: are conducted calmly along its length into the sea: and there burgeon suddenly into the white and glass-green foliage of the swirls, the tumbling currents, the enormously powerful jostling of crowded water which is a ship’s wake.

The machinery and supply chains that Dubose oversaw were exceedingly complicated. But the economic rules that he lived by remained relatively simple. The rules had not changed for him since he had been an oil gauger roving the backwaters of the bayou on a skiff back in the early 1970s. Dubose knew that his career still hinged on whether he was over or short. When he was an oil gauger, Dubose made sure he was over when he drained small oil tanks. Now he had to make sure he was over on a shipping network that covered many states. The reasons for this had to do with the nature of the pipeline business. Koch made its money in the transportation business by moving oil, not just by selling it. The actual value of the oil in its pipeline was of secondary importance to Koch Industries. What really mattered was ensuring that the oil was moving. When the oil was moving, Koch was paid to collect it and to deliver it. This means that Koch was somewhat protected from the volatility in prices that continued to roil markets during the 1980s.

You might say that Seaprobe was the perfect ship for pursuing a pipe dream. It was essentially an oil drilling derrick mounted on a sturdy aluminum hull, and it had the machinery to lower lengths of drilling pipe holding either cameras or a giant claw to the seabed.