Railway Job Quotes

I think I can understand that feeling about a housewife’s work being like that of Sisyphus (who was the stone rolling gentleman). But it is surely in reality the most important work in the world. What do ships, railways, miners, cars, government etc exist for except that people may be fed, warmed, and safe in their own homes? As Dr. Johnson said, “To be happy at home is the end of all human endeavour”. (1st to be happy to prepare for being happy in our own real home hereafter: 2nd in the meantime to be happy in our houses.) We wage war in order to have peace, we work in order to have leisure, we produce food in order to eat it. So your job is the one for which all others exist…

A bridge wants to not be. If it could choose its shape, a bridge would be no shape, an unspace to link One-place-town to Another-place-town over a river or a road or a tangle of railway tracks or a quarry, or to attach an island to another island or to the continent from which it strains. The dream of a bridge is of a woman standing at one side of a gorge and stepping out as if her job is to die, but when her foot falls it meets the ground right on the other side. A bridge is just better than no bridge but its horizon is gaplessness, and the fact of itself should still shame it.

As part of that administrative process, Butler decided to look at every single target in the SIOP, and for weeks he carefully scrutinized the thousands of desired ground zeros. He found bridges and railways and roads in the middle of nowhere targeted with multiple warheads, to assure their destruction. Hundreds of nuclear warheads would hit Moscow—dozens of them aimed at a single radar installation outside the city. During his previous job working for the Joint Chiefs, Butler had dealt with targeting issues and the damage criteria for nuclear weapons. He was hardly naive. But the days and weeks spent going through the SIOP, page by page, deeply affected him. For more than forty years, efforts to tame the SIOP, to limit it, reduce it, make it appear logical and reasonable, had failed. “With the possible exception of the Soviet nuclear war plan, this was the single most absurd and irresponsible document I had ever reviewed in my life,” General Butler later recalled. “I came to fully appreciate the truth . . . we escaped the Cold War without a nuclear holocaust by some combination of skill, luck, and divine intervention, and I suspect the latter in greatest proportion.

A knowledge of the human physique is considered essential in designing a chair, but a knowledge of human psychology is rarely considered useful, never mind a requirement, when someone is asked to design a pension scheme, a portable music player or a railway. Who is the Herman Miller of pensions, or the Steve Jobs of tax-return design? These people are starting to emerge – but it has been a painfully long wait. If there is a mystery at the heart of this book, it is why psychology has been so peculiarly uninfluential in business and in policy-making when, whether done well or badly, it makes a spectacular difference.

The most powerful country in the world has handed over all of it's affairs, the prosperity of an entire economy, the security of some 300 million citizens, the purity of it's water, the viability of it's air, the safety of it's food, the future of it's vast system of education, the soundness of it's national highways, airways, and railways, the apocalyptic potential of nuclear arsenal to a carnival barker who introduce the phrase "grab em by the pussy", into the national lexicon. It is as if the white tribe united in demonstration to say "if a black man can be president than any white man, no matter how fallen, can be president", and in that perverse way, the democratic dreams of Jefferson and Jackson were fulfilled. The American Tragedy now being wrought, is larger than most imaged and will not end with Trump. In recent times, whiteness as an overt political tactic has been restrained by a kind of cordiality held that it's overt invocation would scare off moderate whites. This has proved to be only half-true at best. Trump's legacy will be exposing the patina of decency for what it is and revealing just how much a demagague can get away with. It does not take much to imagine another politician, wiser in the ways of Washington, schooled in the methodology of governance, now liberated from the pretense of anti-racist civility, doing a much more effective job than Trump.

What do ships, railways, mines, cars, government etc. exist for except that people may be fed, warmed, and safe in their own homes? As Dr Johnson said, ‘To be happy at home is the end of all human endeavour’. (1st to be happy to prepare for being happy in our own real home hereafter: 2nd in the meantime to be happy in our houses.) We wage war in order to have peace, we work in order to have leisure, we produce food in order to eat it. So your job is the one for which all others exist . . .

Q: I don’t really know what it means to live beautifully. In fact, I really know nothing except a few mechanical things connected with my job; I see by talking to you that my life is pretty dull, or rather my mind is. So how can I wake up to this sensitivity, to this intelligence that makes life extremely beautiful to you? Krishnamurti: First one has to sharpen the senses by looking, touching, observing, listening not only to the birds, to the rustle of the leaves, but also to the words that you use yourself, the feeling you have – however small and petty – for all the secret intimations of your own mind. Listen to them and don’t suppress them, don’t control them or try to sublimate them. Just listen to them. The sensitivity to the senses doesn’t mean their indulgence, doesn’t mean yielding to urges or resisting those urges, but means simply observing so that the mind is always watchful as when you walk on a railway line; you may lose your balance but you immediately get back on to the rail. So the whole organism becomes alive, sensitive, intelligent, balanced, taut.

As Allied forces moved into Hitler’s Fortress Europe, Roosevelt and his circle were confronted with new evidence of the Holocaust. In early 1942, he had been given information that Adolf Hitler was quietly fulfilling his threat to “annihilate the Jewish race.” Rabbi Stephen Wise asked the President that December 1942 to inform the world about “the most overwhelming disaster of Jewish history” and “try to stop it.” Although he was willing to warn the world about the impending catastrophe and insisted that there be war crimes commissions when the conflict was over, Roosevelt told Wise that punishment for such crimes would probably have to await the end of the fighting, so his own solution was to “win the war.” The problem with this approach was that by the time of an Allied victory, much of world Jewry might have been annihilated. By June 1944, the Germans had removed more than half of Hungary’s 750,000 Jews, and some Jewish leaders were asking the Allies to bomb railways from Hungary to the Auschwitz death camp in Poland. In response, Churchill told his Foreign Secretary, Anthony Eden, that the murder of the Jews was “probably the greatest and most horrible crime ever committed in the whole history of the world,” and ordered him to get “everything” he could out of the British Air Force. But the Prime Minister was told that American bombers were better positioned to do the job. At the Pentagon, Stimson consulted John McCloy, who later insisted, for decades, that he had “never talked” with Roosevelt about the option of bombing the railroad lines or death camps. But in 1986, McCloy changed his story during a taped conversation with Henry Morgenthau’s son, Henry III, who was researching a family history. The ninety-one-year-old McCloy insisted that he had indeed raised the idea with the President, and that Roosevelt became “irate” and “made it very clear” that bombing Auschwitz “wouldn’t have done any good.” By McCloy’s new account, Roosevelt “took it out of my hands” and warned that “if it’s successful, it’ll be more provocative” and “we’ll be accused of participating in this horrible business,” as well as “bombing innocent people.” McCloy went on, “I didn’t want to bomb Auschwitz,” adding that “it seemed to be a bunch of fanatic Jews who seemed to think that if you didn’t bomb, it was an indication of lack of venom against Hitler.” If McCloy’s memory was reliable, then, just as with the Japanese internment, Roosevelt had used the discreet younger man to discuss a decision for which he knew he might be criticized by history, and which might conceivably have become an issue in the 1944 campaign. This approach to the possible bombing of the camps would allow the President to explain, if it became necessary, that the issue had been resolved at a lower level by the military. In retrospect, the President should have considered the bombing proposal more seriously. Approving it might have required him to slightly revise his insistence that the Allies’ sole aim should be winning the war, as he did on at least a few other occasions. But such a decision might have saved lives and shown future generations that, like Churchill, he understood the importance of the Holocaust as a crime unparalleled in world history.*

advise,’ he told her. ‘Remember, they want your company . . . and I believe there’s work enough for dozens on most cattle stations.’ Right now, however, the young seaman who had carried her trunk down the gangway was saying that he was prepared to carry it all the way to the railway station if she was willing to pay him a few bob. ‘I mean to buy a present for me girlfriend,’ he explained. ‘But I spent up at the last port, so any money I can earn is welcome.’ They reached the railway station and found the train for Queensland already waiting by the platform. So whilst Debbie bought her ticket, the young seaman stood guard over her trunk, then bade her a hasty goodbye and set off for what he described as ‘a poke around the shops’. It was a pity in a way, Debbie thought, as she climbed aboard the train, that she had decided not to get a job right here in Sydney, and then to make her way up to Queensland by slow degrees, because she would have seen more of the country that way. But the young officer had been right. No one would want to employ a waitress, or a shop assistant, or a barmaid for a matter of days, so she would have had to work perhaps for several weeks before moving on. That would have prolonged the journey ridiculously, and besides, the train fare was not yet beyond her means. In any case, the truth

soon as I was old enough, I found myself a holiday job as errand boy to earn some money. My first job was probably at the age of 9 or 10, delivering papers before attending school. I remember working for Smith's at the railway station in Bognor. We would arrive about 6:30am, unload the papers from the train when it arrived, take them to the book stall for sorting and each collect our own round in a large newspaper sack.

With the oily smell of the rag making her nostrils itch, Margaret rubbed hard at her allocated section of the locomotive's enormous body. Polishing the loco sounded like an easy job, but it wasn't, not if you did it properly. It called for loads of elbow grease - 'good old Mark 1 elbow grease', as it was known - but the effort was more than worth it, she had discovered.

It is hard to imagine a more elegant table at which to share a meal. Yet here it sits-never used, never disturbed-accompanied by a single chair. This table harks back to a different era, a better time in the life of Susan's family, when owning this house in this part of Chicago signaled the achievement of middle-class African American respectability. Before the economic anchors of this far South Side neighborhood closed down-the steel yards in the 1960's, the historic Pullman railway car company in the early 1980's, and the mammoth Sherwin-Williams paint factory in 1995-Roseland was a community with decent-paying, stable jobs. It was a good place to raise your kids. As the jobs left, the drugs arrived. 'It got worse, it changed.' Susan says, 'There's too much violence...unnecessary violence at that.' Given what her family has been through, this is more than a bit of an understatement. Susan's brother was shot in broad daylight just one block away. Her great-grandmother has fled to a meager retirement out west. Susan's family would like nothing more than to find a better place to live, safer streets and a home that isn't crumbling around them. Yet despite all its ills, this house is the only thing keeping Susan, Devin, and Lauren off the streets. They have spent the past few months surviving on cash income so low that it adds up to less than $2 per person, per day. With hardly a cent to their names, they have nowhere else to go.

In the case of compounding, the elements combined are free rather than bound morphemes, but the meaning is often not reducible to that of the combined elements. Examples from English include freefall (vb), double-dip (adj.), firewall (n.), but Germanic languages are well known for using compounds to a much greater degree than would be acceptable in English, for example Swedish järnvägsstation (literally ‘iron way’s station’) ‘railway station’, or German Arbeitsbeschaffungsmaßnahme (literally ‘work creation measure’) ‘job creation scheme’.

knowledge of human psychology is rarely considered useful, never mind a requirement, when someone is asked to design a pension scheme, a portable music player or a railway. Who is the Herman Miller of pensions, or the Steve Jobs of tax-return design? These people are starting to emerge – but it has been a painfully long wait. If there is a mystery at the heart of this book, it is why psychology has been so peculiarly uninfluential in business and in policy-making when, whether done well or badly, it makes a spectacular difference.

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Before was different,” said Ahmed Ali, who for 31 years has held various jobs for Iraqi Republic Railways, the state rail authority, and now works as a cashier in the cafe car. “I used to meet the educated people, the uneducated, the actors, the poets, the poor man. Many different groups.” He adds, “Now, everything is gone.

Houses built on bridges are scandals. A bridge wants to not be. If it could choose its shape, a bridge would be no shape, an unspace to link One-place-town to Another-place-town over a river or a road or a tangle of railway tracks or a quarry, or to attach an island to another island or to the continent from which it strains. The dream of a bridge is of a woman standing at one side of a gorge and stepping out as if her job is to die, but when her foot falls it meets the ground right on the other side. A bridge is just better than no bridge but its horizon is gaplessness, and the fact of itself should still shame it. But someone had built on this bridge, drawn attention to its matter and failure. An arrogance that thrilled me.

It is a fundamental fact that if you know your job well, naturally you have all the confidence to do it well.

If you don’t know your job, you must learn it. If you can’t learn it, engage someone who will help you to execute the job properly. This

From 1881 to 1884, more than 17,000 Chinese were recruited from Guangdong to build the transcontinental Canadian Pacific Railway. Valued for their agility and hard work, they often performed the dangerous task of dynamiting the mountains. Many died. It’s said that a Chinese worker sacrificed his life for every mile of rail. The completion of the railway in 1885—when the western and central sections were linked in the mountains of British Columbia—was documented in a photograph of the ceremonial “last spike.” All the people looking at the camera are white. Not one Chinese man is present. Their labour, sacrifice and struggles were erased from this historical record. With the railway’s completion, Chinese labourers, who received only a third of the pay of other workers, were no longer welcome. With no means to go home, they were forced to seek employment in the few jobs Chinese were permitted to hold: washing, cooking and cleaning. Women’s work, as it was called at the time.

An ordinary travel agency took care of the practicalities of chartering trains in exactly the same way as they dealt with such matters normally. Ordinary railway staff were deployed to organise the logistics of the transport, plotting train times into schedules, passing information on through the system. The camps were built, personnel received their orders, the industry began. Some of the soldiers must have been picked out on account of their brutality, many being obvious sadists who could find outlet and indulge themselves here, while others were ordinary and, in any context, considerate men doing a job for work. Two years later they tried to remove all traces; having demolished Teblinka’s every structure they built a farm on the site and instructed the Ukrainian family they installed in it to say they had lived there always. The same occurred in Sobibor, Belzec and Chelmno, all traces gone. All around, life went on as nothing had happened.

Among those whom he met in Marxist circles of the capital were two future Menshevik opponents, Julius Martov and Alexander Potresov, and his future wife, Nadezhda Krupskaya, a young noblewoman involved in after-hours socialist activity while holding a clerical job in the railway administration. In early 1895, he went abroad for four months, going first to Switzerland, where he met and made a strong impression upon Plekhanov and the latter’s associate P. B. Axelrod. On his return he undertook with Martov and others to organize a “St. Petersburg Union of Struggle for the Liberation of the Working Class.” These efforts led to his (and Martov’s) arrest at the end of 1895. After a year of imprisonment in Petersburg, he was sentenced to three years of exile in eastern Siberia. He and Krupskaya were married when she joined him there in 1898.

At age twelve, his first job was as a railway newspaper boy, hawking wares to passengers on a Midwest rail line. But Edison soon realized he could make more money selling his own newspaper. The preteen began reporting and publishing the Grand Trunk Herald, a gossipy conglomeration of short articles about railroad employees, regular passengers, and bits of news about popular stops and amenities to be found there.

The diet and lifestyle changes for the Tokelauans who immigrated to New Zealand were abrupt and even more dramatic. Bread and potatoes replaced breadfruit in their diets; meat replaced fish; they hardly ate any coconuts. Sugar consumption skyrocketed, as did physical activity: the men went to work as manual laborers in the forest service or on the railway, and the women got jobs in electrical assembly plants or clothing factories, or they cleaned offices during the evening hours, walking miles to and from work. In both populations, a similar pattern of chronic diseases erupted with the Westernization of the diet. Between the late 1960s and early 1980s, diabetes prevalence shot upward, particularly among the immigrants. By 1982, almost 20 percent of the immigrant women and 11 percent of the immigrant men—one in five and one in nine, respectively—were diabetic. Hypertension, heart disease, and gout also increased significantly, particularly in the migrant population (the migrants were nine times as likely to get gout as those remaining behind on the atolls). Obesity, unsurprisingly, also increased: Both men and women gained, on average, between twenty and thirty pounds. Children, too, got fatter.

Only a stock that many traders were selling short could be cornered; a stock that was in the throes of a real bear raid was ideal. In the latter situation, the would-be cornerer would attempt to buy up the investment houses’ floating supply of the stock and enough of the privately held shares to freeze out the bears; if the attempt succeeded, when he called for the short sellers to make good the stock they had borrowed, they could buy it from no one but him. And they would have to buy it at any price he chose to ask, their only alternatives—at least theoretically—being to go into bankruptcy or to jail for failure to meet their obligations. In the old days of titanic financial death struggles, when Adam Smith’s ghost still smiled on Wall Street, corners were fairly common and were often extremely sanguinary, with hundreds of innocent bystanders, as well as the embattled principals, getting their financial heads lopped off. The most famous cornerer in history was that celebrated old pirate, Commodore Cornelius Vanderbilt, who engineered no less than three successful corners during the eighteen-sixties. Probably his classic job was in the stock of the Harlem Railway. By dint of secretly buying up all its available shares while simultaneously circulating a series of untruthful rumors of imminent bankruptcy to lure the short sellers in, he achieved an airtight trap. Finally, with the air of a man doing them a favor by saving them from jail, he offered the cornered shorts at $179 a share the stock he had bought up at a small fraction of that figure.

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