Railroad Crossing Quotes

Students of public speaking continually ask, "How can I overcome self-consciousness and the fear that paralyzes me before an audience?" Did you ever notice in looking from a train window that some horses feed near the track and never even pause to look up at the thundering cars, while just ahead at the next railroad crossing a farmer's wife will be nervously trying to quiet her scared horse as the train goes by? How would you cure a horse that is afraid of cars—graze him in a back-woods lot where he would never see steam-engines or automobiles, or drive or pasture him where he would frequently see the machines? Apply horse-sense to ridding yourself of self-consciousness and fear: face an audience as frequently as you can, and you will soon stop shying. You can never attain freedom from stage-fright by reading a treatise. A book may give you excellent suggestions on how best to conduct yourself in the water, but sooner or later you must get wet, perhaps even strangle and be "half scared to death." There are a great many "wetless" bathing suits worn at the seashore, but no one ever learns to swim in them. To plunge is the only way.

it seems a shame to have to sneak to get to the truth.To make the truth such a dirty old nasty thing.You gotta sneak to get to the truth, the truth is condemned.The truth is in the gas chamber.The truth has been in your stockyards.Your slaughterhouses.The truth has been in your reservations, building your railroads, emtying your garbage.The truth is in your ghettos.In your jails.In your young love,not in your courts or congress where the old set judgement on the young.What the hell do the old know about the young?They put a picture of old George on the dollar and tell you that he's your father, worship him.Look at the madness that goes on, you can't prove anything that happened yesterday.Now is the only thing that's real.Everyday, every reality is a new reality.Every new reality is a new horizon,a brand new experience of living.I got a note last night from a friend of mine.He writes in this note that he's afraid of what he might have to do in order to save his reality, as i save mine.You can't prove anything.There's nothing to prove.Every man judges himself.He knows what he is. You know what you are, as i know what i am,we all know what we are.Nobody can stand in judgement, they can play like they're standing in judgement.They can play like they stand in judgement and take you off and control the masses, with your human body.They can lock you up in penitentiaries and cages and put you in crosses like they did in the past,but it doesn't amount to anything. What they're doing is, they're only persecuting a reflection of themselves. They're persecuting what they can't stand to look at in themselves,the truth.

Crossing a single street transformed the way people talked, determined the size and condition of the homes, the dimension and character of the dreams.

Nobody needed to get all that educated for being a miner, so they let the schools go to rot. And they made sure no mills or factories got in the door. Coal only. To this day, you have to cross a lot of ground to find other work. Not an accident, Mr. Armstrong said, and for once we believed him, because down in the dark mess of our little skull closets some puzzle pieces were clicking together and our world made some terrible kind of sense. The dads at home drinking beer in their underwear, the moms at the grocery with their SNAP coupons. The army recruiters in shiny gold buttons come to harvest their jackpot of hopeless futures. Goddamn. The trouble with learning the backgrounds is that you end up wanting to deck somebody, possibly Bettina Cook and the horse she rode in on. (Not happening. Her dad being head of the football boosters and major donor.) Once upon a time we had our honest living that was God and country. Then the world turns and there’s no God anymore, no country, but it’s still in your blood that coal is God’s gift and you want to believe. Because otherwise it was one more scam in the fuck-train that’s railroaded over these mountains since George Washington rode in and set his crew to cutting down our trees. Everything that could be taken is gone. Mountains left with their heads blown off, rivers running black. My people are dead of trying, or headed that way, addicted as we are to keeping ourselves alive. There’s no more blood here to give, just war wounds. Madness. A world of pain, looking to be killed.

It was grudgingly conceded by the traffic wizards that in abolishing so-called normal hazards like sharp curves, intersections, traffic signals, and pedestrian and railroad crossings they had substituted the peril of deadly monotony. The

In Wisconsin in 1856, the LaCrosse and Milwaukee Railroad got a million acres free by distributing about $900,000 in stocks and bonds to fifty-nine assemblymen, thirteen senators, the governor. Two years later the railroad was bankrupt and the bonds were worthless.

Wyn saw the freshly laid railroad tracks, and spotted the spires of San Felipe with its white crosses pointing toward God’s home, and knew he’d finally reached Albuquerque. He glanced behind him at the dead men tied to the horses and sighed. When he turned back around in the saddle, the sight of the church shamed him. Wyn had only brought death here, and doubted these men were bound for where the crosses pointed...

She was from an established family, or what passed for it in Canada – second-generation Montreal English crossed with Huguenot French. These Montforts had been prosperous once – they’d made a bundle on railroads – but through risky speculations and inertia they were already halfway down the slippery slope.

CAPT. J. W. SIMMONS, master of the steamship Pensacola, had just as little regard for weather as the Louisiana’s Captain Halsey. He was a veteran of eight hundred trips across the Gulf and commanded a staunch and sturdy ship, a 1,069-ton steel-hulled screw-driven steam freighter built twelve years earlier in West Hartlepool, England, and now owned by the Louisville and Nashville Railroad Company. Friday morning the ship was docked at the north end of 34th Street, in the company of scores of other ships, including the big Mallory liner Alamo, at 2,237 tons, and the usual large complement of British ships, which on Friday included the Comino, Hilarius, Kendal Castle, Mexican, Norna, Red Cross, Taunton, and the stately Roma in from Boston with its Captain Storms. As the Pensacola’s twenty-one-man crew readied the ship for its voyage to the city of Pensacola on Florida’s Gulf Coast, two men came aboard as Captain Simmons’s personal guests: a harbor pilot named R. T. Carroll and Galveston’s Pilot Commissioner J. M. O. Menard, from one of the city’s oldest families. At

Crossing a single street transformed the way people talked, determined the size and condition of the homes, the dimension and character of the dreams. In

The world’s first commercial railroad opened for business in 1830, in Britain. By 1850, Western nations were criss-crossed by almost 25,000 miles of railroads

He walked down the street and crossed the railroad tracks. The redness of the evening in the glass of the buildings. Very high a small and trembling flight of geese. Fording the last of the day in the thin air. Following the shape of the river below. He stood above the bank of riprap. Rock and broken paving. The slow coil of the passing water. In the coming night he thought that men would band together in the hills. Feeding their small fires with the deeds and the covenants and the poetry of their fathers. Documents they’d no gift to read in a cold to loot men of their souls.

It was so late and she’d be sleeping He came through her home town With the moonlight on the crossroads And the green light shining down And the bell at the railroad crossing And the horn from far away And his Silver Eagle passing Half a mile from where she lay At his feet a sea of faces Make devotions with their love Clap their hands and plead their cases Call for blessings from above Like the rolling waves forever massing To crash and foam and creep away And the Silver Eagle passing Half a mile from where she lay Road signs flow into the headlights Whisper names and fall behind He finds some honor in the darkness Hopes for grace and peace of mind And he thinks of how they’d lay together He’d run his fingers through her hair And he wonders if she’ll ever Come to know that he was there

The air flowed at a leisurely pace, like a flock of birds flying from tree to tree. It skimmed the wooded slopes along the railroad line, crossed the tracks, and passed through the grove without so much as ruffling a leaf. A cuckoo’s sharp cry cut through the gentle light like an arrow and disappeared over the distant ridge. The undulating hills resembled a giant sleeping cat, curled up in a warm pool of time.

stop at the railroad crossing, I saw that most of the passengers were smoking. The atmosphere in there must have been roughly akin to the atmosphere of Saturn. Once the bus had gone on its way (leaving behind a smell of half-cooked diesel to mix with the rotten-egg stench belching from the Worumbo’s stacks), I crossed the street, wondering briefly what would happen if I were hit by a car. Would I blink out of existence? Wake up

The Hobo One day while strolling through the great park in Kansas City, he and his mother saw a young woman get her foot caught in the tracks at a railroad crossing. The woman’s husband was desperately trying to free her because a train was bearing down on them. The train was travelling far too quickly to stop before the crossing. As Heinlein and his mother watched the terrifying situation unfold, a hobo suddenly appeared and immediately joined the husband’s futile effort to pull the woman free. But tug and twist as they might, they could not get her foot unstuck. The train killed all three of them. In his description of the vagabond’s effort Heinlein observed that the hobo did not so much as look up to consider his own escape. Clearly, it was his intention either to save the woman or to die trying. Heinlein concluded his account of the nameless hero’s action with this comment: “This is the way a man dies,” but he then added, “And this is the way a man lives.

Although Gene was white there was something of the wise and tired old Negro in him, and something very much like Elmer Hassel, the New York dope addict, in him, but a railroad Hassel, a traveling epic Hassel, crossing and recrossing the country every year, south in the winter and north in the summer, and only because he had no place he could stay in without getting tired of it and because there was nowhere to go but everywhere, keep rolling under the stars, generally the Western stars.

Gradually, it sank in. The Mother Beast was dead. I had killed her. The taste of her blood burned in my mouth. Behind her, a deep black hole bore into the ground beneath the remnants of the railroad car. It must have been her underground lair. She had raised her brood there, safe and far away from everyone, until Kyle's crew invaded her den. Such an awful waste. None of this was necessary. At least one person died, many others were injured, and this great magnificient beast and her brood lost their lives all because Kyle Bell wanted to make a quick buck on the side. He stood by the remnants of the tent now, arms crossed, barking orders. I marched over to Kyle. He saw me, opened his mouth, and I backhanded him. The blow knocked him to the ground. «This is your fault. You brought these people here. You knew this place was dangerous.» I pulled him upright and spun him toward the dead beast. «Look! People died because of you. Do you understand that? If it wasn't for you, I wouldn't have had to murder her. She was just protecting her children.» «She tried to kill us!» I backhanded him again. «She tried to kill you because you broke into her house.» The workers stood around us, thier faces grim. Nobody made any move to help their boss. *** I found my bow and quiver and walked away. Ascanio jumped off the beast and joined me. His voice was a deep growl, shredded by his teeth. «It. Wash. Aweshome.» «This was a tragedy.» People came before animals. I knew that, but when you turn into an animal, your perspective is a little different. «Yesh. But aweshome.» He was a boy. What did he know?

I had come a long way from a guy who had worked in slaughterhouses, who had crossed the country with a railroad track gang, who had worked in a dog biscuit factory, who had slept on park benches, who had worked the nickel and dime jobs in a dozen cities across the nation.

It is very simple,” said the Indian. “A direct line takes us from the Delhi railroad to that of Bombay. The junction is at Allahabad. Between Etawah and the frontier of Bundelkund, there is but one important river to cross, the Jumna; between that and the Vindhyas mountains there is another, the Bettwa.

America is a series of river crossings; these rivers made us rich. They left the soil that has made us the breadbasket of the world, whether it’s the James or the Ohio, the Mississippi or the Missouri. The great rivers define us and made transportation possible until the railroads revolutionized life in the 1830s and 1840s.

The world’s first commercial railroad opened for business in 1830, in Britain. By 1850, Western nations were criss-crossed by almost 25,000 miles of railroads – but in the whole of Asia, Africa and Latin America there were only 2,500 miles of tracks. In 1880, the West boasted more than 220,000 miles of railroads, whereas in the rest of the world there were but 22,000 miles of train lines (and most of these were laid by the British in India).5 The first railroad in China opened only in 1876. It was 15 miles long and built by Europeans – the Chinese government destroyed it the following year. In 1880 the Chinese Empire did not operate a single railroad. The first railroad in Persia was built only in 1888, and it connected Tehran with a Muslim holy site about 6 miles south of the capital. It was constructed and operated by a Belgian company. In 1950, the total railway network of Persia still amounted to a meagre 1,500 miles, in a country seven times the size of Britain.

Thank you, Men, for the railroads. Thank you, Men, for inventing the automobile and killing the red Indians who thought it might be nice to hold on to America for a while longer, since they were here first. Thank you, Men, for the hospitals, the police, the schools. Now I'd like to vote, please, and have the right to set my own course and make my own destiny. Ince I was chattel, but now that is obsolete. My days of slavery must be over; I need to be a slave no more than I need to cross the Atlantic Ocean in a tiny boat with sails. Jet planes are safer and quicker than little boats with sails and freedom makes more sense than slavery. I am not afraid of flying. Thank you, Men.

The very houses seemed disposed to pack up and take trips. Wonderful Members of Parliament, who, little more than twenty years before, had made themselves merry with the wild railroad theories of engineers, and given them the liveliest rubs in cross-examination, went down into the north with their watches in their hands, and sent on messages before by the electric telegraph, to say that they were coming.

In the warm breeze, the light wavered. The air flowed at a leisurely pace, like a flock of birds flying from tree to tree. It skimmed the wooded slopes along the railroad line, crossed the tracks, and passed through the grove without so much as ruffling a leaf. A cuckoo's sharp cry cut through the gentle light like an arrow and disappeared over the distant ridge. The undulating hills resembled a giant sleeping cat, curled up in a warm pool of time.

Rivers perhaps are the only physical features of the world that are at their best from the air. Mountain ranges, no longer seen in profile, dwarf to anthills; seas lose their horizons; lakes have no longer depth but look like bright pennies on the earth's surface; forests become a thin impermanent film, a moss on the top of a wet stone, easily rubbed off. But rivers, which from the ground one usually sees only in cross sections, like a small sample of ribbon -- rivers stretch out serenely ahead as far as the eye can reach. Rivers are seen in their true stature. They tumble down mountain sides; they meander through flat farm lands. Valleys trail them; cities ride them; farms cling to them; roads and railroad tracks run after them -- and they remain, permanent, possessive. Next to them, man's gleaming cement roads which he has built with such care look fragile as paper streamers thrown over the hills, easily blown away. Even the railroads seem only scratched in with pen-knife. But rivers have carved their way over the earth's face for centuries and they will stay.

He walked down the street and crossed the railroad tracks. The redness of the evening in the glass of the buildings. Very high a small and trembling flight of geese. Fording the last of the day in the thin air. Following the shape of the river below. He stood above the bank of riprap. Rock and broken paving. The slow coil of the passing water. In the coming night he thought that men would band together in the hills. Feeding their small fires with the deeds and the covenants and the poetry of their fathers. Documents they’d no gift to read in a cold to loot men of their souls.

The world’s first commercial railroad opened for business in 1830, in Britain. By 1850, Western nations were criss-crossed by almost 40,000 kilometres of railroads – but in the whole of Asia, Africa and Latin America there were only 4,000 kilometres of tracks. In 1880, the West boasted more than 350,000 kilometres of railroads, whereas in the rest of the world there were but 35,000 kilometres of train lines (and most of these were laid by the British in India).6 The first railroad in China opened only in 1876. It was twenty-five kilometres long and built by Europeans – the Chinese government destroyed it the following year.

who could blame them if they said "the hell with the rest of the world." Let somebody else buy the bonds. Let somebody else build or repair foreign dams, or design foreign buildings that won't shake apart in earthquakes." When the railways of France, and Germany, and India were breaking down through age, it was the Americans who rebuilt them. When the Pennsylvania Railroad and the New York Central went broke, nobody loaned them an old caboose. Both of 'em are still broke. I can name to you 5,000 times when the Americans raced to the help of other people in trouble. Can you name to me even one time when someone else raced to the Americans in trouble? I don't think there was outside help even during the San Francisco earthquake. Our neighbors have faced it alone, and I am one Canadian who is damned tired of hearing them kicked around. They'll come out of this thing with their flag high. And when they do, they're entitled to thumb their noses at the lands that are gloating over their present troubles. I hope Canada is not one of these. But there are many smug, self-righteous Canadians. And finally, the American Red Cross was told at its 48th Annual meeting in New Orleans this morning that it was broke. This year's disasters -- with the year less than half-over -- has taken it all. And nobody, but nobody, has helped. -  Gordon Sinclair via Radio Broadcast June 5, 1973 from Ontario, Canada

And at this very moment, like a miracle, the rail-bus appeared. We waved our arms frantically, hardly daring to hope that it would stop. It did stop. We scrambled thankfully on board. That is the irony of travel. You spend your boyhood dreaming of a magic, impossibly distant day when you will cross the Equator, when your eyes will behold Quito. And then, in the slow prosaic process of life, that day undramatically dawns—and finds you sleepy, hungry and dull. The Equator is just another valley; you aren’t sure which and you don’t much care. Quito is just another railroad station, with fuss about baggage and taxis and tips. And the only comforting reality, amidst all this picturesque noisy strangeness, is to find a clean pension run by Czech refugees and sit down in a cozy Central European parlor to a lunch of well-cooked Wiener Schnitzel.

For a time in the 1920s, the ride to Chicago was interrupted after the train crossed the Ohio River into Cairo, as if the train were passing from Poland into the old Soviet Union during the Cold War. Once over the river and officially in the North, the colored cars had to be removed in a noisy and cumbersome uncoupling and the integrated cars attached in their place to adhere to the laws of Illinois. Colored passengers had to move, wait, reshuffle themselves, and haul their bags to the newly attached integrated cars. Going south, the ritual was reversed. The railroad men now had to reattach the colored-only cars and remove the integrated cars in a clamorous ordeal to meet the laws of Kentucky. Colored passengers had to gather up their things and take their second-class seats, reminded, in that instance, that they were now reentering the South. Such was the protocol of a border crossing.

And then we’ll all go off to sweet life, ’cause now is the time and we all know time!” He rubbed his jaw furiously, he swung the car and passed three trucks, he roared into downtown Testament, looking in every direction and seeing everything in an arc of 180 degrees around his eyeballs without moving his head. Bang, he found a parking space in no time, and we were parked. He leaped out of the car. Furiously he hustled into the railroad station; we followed sheepishly. He bought cigarettes. He had become absolutely mad in his movements; he seemed to be doing everything at the same time. It was a shaking of the head, up and down, sideways; jerky, vigorous hands; quick walking, sitting, crossing the legs, uncrossing, getting up, rubbing the hands, rubbing his fly, hitching his pants, looking up and saying “Am,” and sudden slitting of the eyes to see everywhere; and all the time he was grabbing me by the ribs and talking, talking.

On the first day, he’d completed the stucco walls for a small structure the size of his stallion’s box stall, and the other Sorias had been pleased. On the second day, he’d torn free a section of abandoned railroad and melted it into a beautifully intricate metal gate, and the other Sorias had been pleased. On the third day, he’d fired one thousand ceramic tiles with the heat of his own belief and installed a roof made of them, and the other Sorias had been pleased. On the fourth day, the Virgin had appeared again, this time surrounded by owls; he’d carved a statue of her in this state to place inside the Shrine, and the other Sorias had been pleased. On the fifth day, he’d made a rich pigment from some sky that had gotten too close to him and used it to paint the Shrine’s exterior turquoise, and the other Sorias had been pleased. On the sixth day, he’d held up a passenger train, robbed the passengers, killed the sheriff on board, and used the sheriff’s femurs to fashion a cross for the top of the shrine. The Sorias had not been pleased.

The cart slowed as they came to a place so dark and quiet that it seemed as if they had entered some remote forest. Peeking beneath the hem of the cart's canvas covering, Garrett saw towering gates covered with ivy, and ghostly sculptures of angels, and solemn figures of men, women, and children with their arms crossed in resignation upon their breasts. Graveyard sculptures. A stab of horror went through her, and she crawled to the front of the cart to where West Ravenel was sitting with the driver. "Where the devil are you taking us, Mr. Ravenel?" He glanced at her over his shoulder, his brows raised. "I told you before- a private railway station." "It looks like a cemetery." "It's a cemetery station," he admitted. "With a dedicated line that runs funeral trains out to the burial grounds. It also happens to connect to the main lines and branches of the London Ironstone Railroad, owned by our mutual friend Tom Severin." "You told Mr. Severin about all this? Dear God. Can we trust him?" West grimaced slightly. "One never wants to be in the position of having to trust Severin," he admitted. "But he's the only one who could obtain clearances for a special train so quickly." They approached a massive brick and stone building housing a railway platform. A ponderous stone sign adorned the top of the carriage entrance: Silent Gardens. Just below it, the shape of an open book emblazoned with words had been carved in the stone. Ad Meliora. "Toward better things," Garrett translated beneath her breath.

students zeroed in on a railroad crossing in the center of town they felt was especially dangerous.

So did John Parker of Ripley, a former slave who had walked shackled with four hundred other slaves from Richmond to Alabama. Once free, he became famous for risky ventures, such as returning to snatch the baby of a slave couple from the arms of the baby girl’s sleeping master after already rescuing the baby’s parents. He reportedly helped free more than one thousand slaves. The Ripley home of the Reverend John Rankin also became the doorway to freedom for at least four thousand fugitives who crossed the Ohio River. Fugitives who arrived in Cleveland from Ripley often showed up with written messages for a free black man named Bynum Hunt, who found short-term jobs for them around the docks and then put them on a Detroit-bound steamboat.

The abolition occurred just as it became clear that much of the wealth that had been seemingly created in the Roaring Nineties was nothing more than a phantasm, that much of the wealth was “stolen” property, acquired through misleading accounting and tax scams, in an economy where corporate governance had failed, and failed badly. But for the lucky few who had cashed in, there was the basis to found a new set of dynasties. At least the railroad barons of the nineteenth century, who used political influence to attain their riches, left behind a legacy of railroads, of hard capital, which bound the country together and energized its growth. What was the legacy of so many of the dot-com millionaires and billionaires, the executives of Enron, Global Crossing, WorldCom, and Adelphi, other than the horror stories which would regale future generations?

The driver said, “This is bullshit. We’re gonna get railroaded here. I want an attorney.” The passenger climbed out, spilling glass from the

The joint was divided almost evenly between dining area and bar. The smoke-filled bar was jammed nearly full while the restaurant was largely empty. In both sections, railroad memorabilia—from fading pictures and travel posters to crossing signs—decorated every inch of available wall space. A platform, dropped from the ceiling, ran around the outside of the room and supported the tracks for several running electric trains that hummed overhead at odd intervals.

She had no thought of asking permission to go on her errand. She had nothing to do at home, and her mother did not care how she spent her time, so long as she did not get “drownded” in the river, nor hurt on the railroad crossing. Truth to tell, her mother was so nearly crushed by trouble, and hard work, and hunger, that she seemed to think very little about Vira. But it was only seeming; the poor mother loved her little girl with all her heart. The trouble was, she did not know what to do for her, or with her. There was certainly nothing in the dreary home to interest the child, and her questions on all sorts of subjects so disturbed, and at times actually frightened, the mother, that it was a relief to get rid of her great wondering eyes, and be left alone.

In truth, Sam Zemurray was more interesting and unique—as a salesman of a perishable product, he was a kind of existentialist, skirting the line between wealth and oblivion, health and rot, a rider of railroads, a chaser of time, crossing the country in a boxcar filled with reeking produce. It was life: move the fruit now or you’re ruined forever. He became a gambler by necessity—a risk taker, a salesman, a brawler. “The little fellow,” as the big wheels in Boston called him, but the little fellow would build a kingdom from ripes.

watched the flash of guardrails, saw

She let him into the house secretly, saw him privately, and kept him out of his father’s sight.53 And yet, even Corneil, this creature of deceit, could not deny the truth about himself. He alternated his bombast with references to “my shame & mortification & sorrow.” He was literally fatalistic about his hope of reform. He wrote to Greeley of his “determination to humbly forfeit my life as the penalty of further vice.” It was the one prediction about himself that would come true.54 ON FEBRUARY 15, 1866, the locomotive Augustus Schell chuffed onto the Albany bridge and rolled westward along its 2,020-foot span, over a total of nineteen piers, across an iron turntable above the center of the river below, and rattled down into Albany itself. Following this symbolic inauguration, the first passenger train crossed one week later. After four years of construction (and many more of litigation), the bridge gave the New York Central a continuous, direct connection to the Hudson River Railroad, and thus to Manhattan. But its completed track became a lighted fuse.55 The Commodore’s cold response to Corneil’s backsliding revealed the icy judge who had always lurked behind the encouraging father. So, too, did the implacable warrior remain within the diplomat who had negotiated with Corning and Richmond. In December 1865, for example, the New York Court of Appeals handed down final judgment in the long-running court battle between Vanderbilt and the New York & New Haven Railroad over the shares that Schuyler had fraudulently issued in 1854. Over the years, weary shareholders had settled with the company—but the Commodore refused. He had waged his battle until the court ruled that the company owed $900,000 to Schuyler’s victims. “The great principle is now settled by the highest court in this State,” wrote the Commercial and Financial Chronicle, “that railroad and other corporations are bound by the fraudulent acts of their own agents.”56 It was, indeed, a great principle—but businessmen also saw a more personal lesson in the Schuyler fraud case. “The Commodore’s word is as good as his bond when it is fairly

You don't seem to care to talk about yourself," [Lefevre] said to Flagler. "I prefer to let what I have done speak for me," Flagler replied. "By their works ye shall know them," Lefevre suggested. "Yes, that's it," Flagler said - as eagerly as he had said anything, according to his interviewer.

To make sure that the Pennsylvania Railroad didn’t double-cross him, Rockefeller boosted production at his Philadelphia refineries serviced by the railroad—a generous bonus that could be canceled at any moment for misbehavior.

Out of habit, Pergram checked traffic ahead and behind him on the highway—there was none—before slowing and taking an unmarked two-track that wound through high sagebrush toward the mountains. Tiny pellets of snow rattled across the hood of the car and against his driver’s side window. Twisted fingers of forsaken lone sage scraped the undercarriage of the Riviera as he drove. The old road took him through a narrow stand of old mountain ash trees and down a switchback slope. He crossed an ancient bridge constructed of railroad ties that sagged over a creek. Every time he drove the tractor over it he expected it to cave in, but it never did. The trees cleared and he topped a rise and the old Schweitzer place was laid out in front of him. It wasn’t really a ranch because it had too few acres—maybe a thousand acres—to feed enough cows to make a go of it, he’d heard. But when crazy old man Schweitzer bought it in the early 1950s, ranching wasn’t his main priority. His thought then was to find a location that would withstand a nuclear war with the Soviet Union or Red China. That’s why he chose acreage with high mountains on all four sides far away from any population center that might be a target. That’s why he built the bunker beneath his house with three-foot reinforced concrete walls and ceiling. It wouldn’t withstand a direct hit, but humans inside could conceivably live through just about anything else. The air-filtration system was on its last legs but it still worked. They’d know when it failed when they found asphyxiated dead bodies inside. So far, though …

After re-entering the forest, the trail begins a steady climb, reaching a bench at an overlook at mile 20.4 (9,778). Cross a jeep road at mile 21.2 (9,863). There are several potential campsites in this area. Walk over a footbridge at Fiddler Creek, mile 21.7 (9,967), then continue south until reaching US Hwy 24 at mile 22.1 (9,966). Cross the highway, then a set of railroad tracks, followed by footbridges over three small creeks. After leaving the swampy area, the CT turns to the southwest and follows Mitchell Creek in a wide grassy meadow, which features several potential campsites. At mile 23.6 (10,180), the trail turns east and begins following an old railroad grade. After bending to the south, the trail crosses a footbridge over a seasonally wet area and a railroad bridge before reaching the remains of old coke ovens at mile 25.2 (10,382). Reach the parking area for Tennessee Pass and US Hwy 24 at mile 25.4 (10,424). Camping is allowed more than 100 feet from the trail and parking lot. This is the end of Segment 8.

In the days of slavery and the underground railroads, there lived on the banks of the Ohio River near Gallipolis, a noted Democrat named Judge French, who said to some anti-slavery friends that he should like them to bring to his office the first runaway negro that crossed the river, bound northward by the underground. He couldn't understand why they wished to run away. This was done, and the following conversation took place: Judge: "So you have run away from Kentucky. Bad master, I suppose?" Slave: "Oh, no, Judge; very good, kind massa." Judge: "He worked you too hard?" Slave: "No, sah, never overworked myself all my life." Judge, hesitatingly: "He did not give you enough to eat?" Slave: "Not enough to eat down in Kaintuck? Oh, Lor', plenty to eat." Judge: "He did not clothe you well?" Slave: "Good enough clothes for me, Judge." Judge: "You hadn't a comfortable home?" Slave: "Oh, Lor', makes me cry to think of my pretty little cabin down dar in old Kaintuck." Judge, after a pause: "You had a good, kind master, you were not overworked, plenty to eat, good clothes, fine home. I don't see why the devil you wished to run away." Slave: "Well, Judge, I lef de situation down dar open. You kin go rite down and git it." The Judge had seen a great light.

They crossed the railroad tracks and went over the river. The countryside was flat. Stiff vegetation, muddy fields, round bales of hay. Modest farmhouses and monstrous tractors. The view was uniform in every direction, broken only by the long, dinosaurian contraptions that Makani had learned were center-pivot irrigation systems.

Driving in Olathe was likewise an exercise in patience. Going anywhere often involved waiting at railroad crossings as a long freight train passed. David

Atlanta, Georgia. Two parts Confederate racist to two parts Negro to one part something-that-doesn't-quiet-have-a-name-for-it-yet. Neither city nor country but some odd combination, a once sleepy railroad crossing that had exploded due to the wartime need for material and the necessities of shipping it......So Atlanta continued to grow, the trains continued to disgorge new residents and the tenements grew more crowded and the moonshine continued to be driven down from the mountains and the streets spilled over with even yet more passion and schemes and brawls, because there on the Georgia piedmont something had been set loose that might never again be contained.

very difficult to cross, and there are still problems with the Indians from time to time. There are the renegade bands to contend with.” Adrian nodded and fixed her with an intense gaze. “There are troubles, to be sure, but the railroad is going to change your world, Miss Gallatin.

One story was about a deaf man who was driving in the country, when safety bars were lowered across the road at a railroad crossing. The train passed, but the bars weren’t raised. Finally, the man went to the stationmaster and wrote him a note: “Please but.” That’s the punch line. The joke is that the sign for “but” is the index fingers crossed and then opening up, just the way the bars protecting train tracks do.

It’s a little known fact, but Hoboken, the Mile Square City, was originally an island in the Hudson River. Of course, its eastern boundary was the Hudson River, but on its western side, the river ran into tidal lands, described before, that extended along the base of the cliffs of the Palisades. Named after his ship, Half Moon Bay, north of Hoboken was where Henry Hudson anchored his ship. The photograph showing “Heavy Frigates at Anchor,” identified to be in Half Moon Bay, shows a sailing vessel that appears to be the USS Constitution, with her decks protected from the elements by a canvas awning. It is recorded that at the outbreak of the Civil War the USS Constitution was relocated farther north because of threats made against her by Confederate sympathizers. Several companies of Massachusetts Volunteer soldiers were stationed aboard her for her protection when she was towed to New York Harbor, where she arrived on April 29, 1861. It cannot be verified, however from my research the other ship in the photograph could well have been the USS Constellation. A third frigate only shows her rigging and cannot be identified. Originally, on March 27, 1794, the United States Congress authorized six similar frigates to be constructed at a cost of $688,888.82. The tidal lands with cattails and river water were filled in at the turn of the 20th Century. Without any concern regarding the ecology, this bay which was used by nesting birds and had served as a protected anchorage, became low lying flatlands. Most of the fill used was from dredging, ballast, dunnage and even garbage. Once filled in, it became the site of the Maxwell House Coffee Company, the Tootsie Roll factory, Todd’s Shipyard, and the Erie railroad yards in Weehawken. The flats were used as a holding area for railroad cars waiting to cross on barges to the eastern side of the river. It also became the location of the western entrance to the Lincoln Tunnel.

One of the most ambitious men to exploit the timber trade was Hugh F. McDanield, a railroad builder and tie contractor who had come to Fayetteville along with the Frisco. He bought thousands of acres of land within hauling distance of the railroad and sent out teams of men to cut the timber. By the mid-1880s, after a frenzy of cutting in south Washington County, he turned his gaze to the untapped fortune of timber on the steep hillsides of southeast Washington County and southern Madison County, territory most readily accessed along a wide valley long since leveled by the east fork of White River. Mr. McDanield gathered a group of backers and the state granted a charter September 4, 1886, giving authority to issue capital stock valued at $1.5 million, which was the estimated cost to build a rail line through St. Paul and on to Lewisburg, which was a riverboat town on the Arkansas River near Morrilton. McDanield began surveys while local businessman J. F. Mayes worked with property owners to secure rights of way. “On December 4, 1886, a switch was installed in the Frisco main line about a mile south of Fayetteville, and the spot was named Fayette Junction.” Within six months, 25 miles of track had been laid east by southeast through Baldwin, Harris, Elkins, Durham, Thompson, Crosses, Delaney, Patrick, Combs, and finally St. Paul. Soon after, in 1887, the Frisco bought the so-called “Fayetteville and Little Rock” line from McDanield. It was estimated that in the first year McDanield and partners shipped out more than $2,000,000 worth of hand-hacked white oak railroad ties at an approximate value of twenty-five cents each. Mills ran day and night as people arrived “by train, wagon, on horseback, even afoot” to get a piece of the action along the new track, commonly referred to as the “St. Paul line.” Saloons, hotels, banks, stores, and services from smithing to tailoring sprang up in rail stop communities.

And then there is the poet Kenneth Koch, who while travelling in Kenya came to a railroad crossing at which this sign was posted: One train may hide another. This was meant, of course, as a warning to drivers of the fact that the train you see may not be the only train to reckon with, but it also meant, as Koch points out in his poem, that there are many things in this life that conceal other things. One letter may mean another is on the way; one hitch-hiker may deliberately hide another one by the side of the road; offer to carry one bag and you may find there is another one hidden behind it, with the result that you must carry two. And so on through life. Do not count on things coming in ones.

Permanent construction of the sort Flagler was referring to would not come cheaply, however. Early in 1910, Flagler wrote to John Carrere, designer of the Ponce de Leon Hotel in St. Augustine, that repairing the damage caused by the hurricane had actually cost him $1 million, and reiterated that it had taught him a valuable lesson about upgrading the quality of the work. He estimated that it would require at least another $9 million to push the track to Key West, a figure that did not include the costs of a terminal and docking facilities.

The train’s conductor, J. F. Gamble, flung himself into the cab, his uniform soaked and dripping, to report the worst: one of the hundred-ton boxcars at the rear of the train had been toppled by the wind and waves, automatically locking the air brakes on the entire chain.

When they tried to cross the Choptank River near Denton, just 17 miles into their long journey, the bloodhounds from the Murphy farm caught up with them. Did I mention that Moses was a planner? He had fully prepared himself for this turn of events. For months back on the farm, he had secretly befriended those dogs with scraps of food and other bits of love and kindness. Now, at this moment of great danger, those dogs turned tail and headed back home when he ordered them to do so.

answers) 8.There is no crosswalk and you see a pedestrian crossing your lane ahead. You should: Stop and let him/her finish crossing the street. 9.It is illegal to listen to: Listening to music through headphones that cover both ears. 10.Always stop before you cross railroad tracks when: You don't have room on the other side to completely cross the tracks. 11.When you tailgate other drivers (drive close to their rear bumper): You can frustrate the other drivers and make them angry. 12.Should you always drive slower than other traffic? No, you can block traffic when you drive too slowly. 13.You see a signal person at a road construction site ahead. You should obey his or her instructions: At all times. 14.If you plan to pass another vehicle, you should: Not assume the other driver will make space for you to return to your lane  

The fact that my parents did not have the where-with-all to buy toys, didn’t slow me down. Sometimes at the nearby dumps or in garbage cans, I would find discarded toys that could be repaired. In some cases, my father would restore a toy, such as my pedal fire engine that he fixed and repainted. My cousin Walter and I enjoyed years of peddling around, bumping into things and pretending to put out non-existing fires. Never mind that it had been restored, for us it was as good, if not better, than new. Papa was fairly handy. He didn’t always get it right, but more often than not he fixed things good enough for them to work again. He was also a reasonably good artist and painted copies of artwork done by well-known artists. For whatever reason, I never saw him do anything original, but his work did inspire me to try painting and construct things by myself. Much of the material I used came from the other side of U.S. Highway 1, or Tonnele Avenue, where the dumps were located. I didn’t know it at the time, however Tonnele Avenue was named after John Tonnele, a farmer and politician in the 1800’s. There were also some railroad tracks that I had to cross, but the dangers of crossing a highway or railroad tracks didn’t stop me, even though there were frequent articles in the Jersey Journal of people getting hurt or killed doing exactly this. To me the dumps were a warehouse of treasures.

He wrote Congress that the Constitution’s framers had not foreseen the “startling” rise and “grave evils” of corporate monopolies. Since the trusts crossed state lines, the U.S. government should oversee them—especially the railroads, “through which the crucial lifeblood of this nation flows.” Before sending his message to Capitol Hill, Roosevelt had politely shown his decree to Hanna, who warned, “I see dynamite in it.” *

On top of old Smokey, All covered in snow, I lost my true lover By courting too slow. On top of old Smokey, I went there to weep For a false-hearted lover Is worse than a thief. For a thief he will rob you, And take what you have, But a false-hearted lover Will put you in your grave. They'll hug you and kiss you And tell you more lies Than cross ties on the railroad Or the stars in the skies. So come all you young maidens And listen to me: Never place your affections On a green willow tree, For the leaves they will whither And the roots will die, And you'll all be forsaken And never know why.

As vanguard of the invasion, the cavalry’s mission was to reconnoiter the position of the Belgian and French armies, to watch out for British landings, and to screen the German deployment against similar enemy reconnaissance. On the first day the duty of the advance squadrons, supported by infantry brought up in automobiles, was to seize the crossings of the Meuse before the bridges were destroyed and capture farms and villages as sources of food and forage. At Warsage, just inside the frontier, M. Flechet, the Burgomaster of seventy-two, wearing his scarf of office, stood in the village square as the horsemen clattered over the cobblestones of the Belgian pavé. Riding up, the squadron’s officer with a polite smile handed him a printed proclamation which expressed Germany’s “regret” at being “compelled by necessity” to enter Belgium. Though wishing to avoid combat, it said, “We must have a free road. Destruction of bridges, tunnels and railroads will be regarded as hostile acts.” In village squares all along the border from Holland to Luxembourg the Uhlans scattered the proclamations, hauled down the Belgian flag from the town halls, raised the black eagle of the German Empire, and moved on, confident in the assurance given them by their commanders that the Belgians would not fight.

One worker housed in Camp No. 10 on Key Vaca was overheard to say, “Building this railroad has become a regular marathon.” The remark struck a chord in his fellow workers, who dubbed their camp “Marathon,” the name by which the nearby town, the second-largest in the Keys, is known today.

Buffalo Bill is important to me as the symbol of the growth of our nation, for his life spanned the settlement of the Great Plains, the Indian Wars, the Gold Rush, the Pony Express, the building of the transcontinental railroad, and the enduring romance of the American frontier-especially the Great Plains. Consider what he witnessed in his lifetime: the invention of the telephone, the transatlantic cable, the automobile, the airplane, and the introduction of modem warfare, with great armies massed against each other, with tanks, armored cars, flame-throwers, and poison gas-a far cry from the days when Cody and the troopers of the Fifth Cavalry rode hell-for-leather across the prairie in pursuit of hostile Indians. Nor, though it is not usually considered a milestone in American history, should we forget Joseph F. Glidden's 1874 invention of barbed wire, which, more than the rifle or the plow, transformed Buffalo Bill's Great Plains by insuring the survival of thousands of family farms, and making possible the growth of enormous-and enormously profitable-cattle ranches. In addition, I feel a personal connection. In April 1855 my great-granduncle Alexander Carter Jr. and his younger brother, Thomas Marion Carter, left their home in Scioto County, Ohio, and headed west. Starting by steamboat, the two brothers floated down the Ohio River until it joined the Mississippi and then traveled upstream to St. Louis. In St. Louis they found little transportation west, so they walked, hitched rides, and rode horseback to reach St. Joseph, Missouri. There they caught a stagecoach to Council Bluffs, Iowa, riding on top of the stage, with seventeen men and women-a three-day ordeal. On May 14, nineteen days after leaving St. Louis, the brothers crossed the Missouri River and landed on the town site of Omaha, then a community of cotton tents and shanties, where lots were being offered to anyone willing to build on them. They refused this offer and pressed on to their final destination, DeSoto, Washington County, Nebraska Territory, where

When the US won the Mexican-American War in 1848, Mexico was forced to cede nearly half of its territory—land that later made up California, Nevada, Utah, Arizona, New Mexico, Colorado, and Wyoming—for $15 million as part of the Treaty of Guadalupe Hidalgo. The people living there did not cross any border or migrate anywhere. Instead, the border crossed them, forcing US citizenship on them overnight with the promise they could keep the land they owned. That promise didn’t stop businessmen and railroad companies from stripping Mexican Americans of 20 million acres