Railway Line Quotes

Good and evil both increase at compound interest. That is why the little decisions you and I make every day are of such infinite importance. The smallest good act today is the capture of a strategic point from which, a few months later, you may be able to go on to victories you never dreamed of. An apparently trivial indulgence in lust or anger today is the loss of a ridge or railway line or bridgehead from which the enemy may launch an attack otherwise impossible.

We live on the flat, on the level, and yet - and so - we aspire. Groundlings, we can sometimes reach as far as the gods. Some soar with art, others with religion; most with love. But when we soar, we can also crash. There are few soft landings. We may find ourselves bouncing across the ground with leg-fracting force, dragged towards some foreign railway line. Every love story is a potential grief story. If not at first, then later. If not for one, then for the other. Sometimes, for both.

I thought about suicide all the time, but it seemed toomuch effort, swallowing all those pills or jumping off things. If I'd lived out in the country I would have found a quiet stretch of railway track, and lain on it, fallen asleep, so that I would never have known when my last moment came. In London, the minimum tube fare had gone up so much that even to get near the line cost a fortune. Suicide seemed an extravagance I couldn't afford. People never leave you alone, either; I knew that if I'd tried to lie down on the line, any number of commuters would have pulled me off again, so that I didn't delay their train. There must have been murderers out there who wanted to kill, with no way of finding those who wanted to be dead. If there had been some way of contacting them, a date-with-death line, I would have called them to set up a meeting. The current ways of death seemed too haphazard; it was all left up to chance. Had Chance come up, tapped me on the shoulder, said "Oi, you - long black tunnel, white light, off you go," I wouldn't have complained. It was like having frostbite all over - feeling numb and in pain at the same time.

The tapestry of my life was a ruin of unravelling threads. The brightest parts were a nonsensical madman's weaving. And now every day was a grey stitch, laid down with an outpatient's patience, one following the next following the next, a story in lines, like a railway track to nowhere, telling absolutely nothing.

Seated opposite me in the railway carriage, the elderly lady in the fox-fur shawl was recalling some of the murders that she had committed over the years.

It was the stupidity of virility that impressed me--& how, having made those convenient railway lines of convention, the lusts speed along them unquestioning.

He might have known that she would do this; she had never cared for him, she had made a fool of him from the beginning; she had no pity, she had no kindness, she had no charity. The only thing was to accept the inevitable. The pain he was suffering was horrible, he would sooner be dead than endure it; and the thought came to him that it would be better to finish with the whole thing: he might throw himself in the river or put his neck on a railway line; but he had no sooner set the thought into words than he rebelled against it. His reason told him that he would get over his unhappiness in time; if he tried with all his might he could forget her; and it would be grotesque to kill himself on account of a vulgar slut.

You can’t walk till the end on an active railway line and you can’t walk till the end on the road of lies, because sooner or later you collide with the truth!

When he had first arrived, he had found London huge, odd, fundamentally incomprehensible, with only the Tube map, that elegant multicolored topographical display of underground railway lines and stations, giving it any semblance of order. Gradually he realized that the Tube map was a handy fiction that made life easier but bore no resemblance to the reality of the shape of the city above. It was like belonging to a political party, he thought once, proudly, and then, having tried to explain the resemblance between the Tube map and politics, at a party, to a cluster of bewildered strangers, he had decided in the future to leave political comment to others.

Trains in these parts went from East to West, and from West to East . . . On either side of the railway lines lay the great wide spaces of the desert - Sary-Ozeki, the Middle lands of the yellow steppes. In these parts any distance was measured in relation to the railway, as if from the Greenwich meridian . . . And the trains went from East to West, and from West to East . . .

She could not say why these rather inconspicuous green slopes had so touched her heart, when along the railway line there were mountains, lakes, the sea at times even clouds dyed in sentimental colors. But perhaps their melancholy green, and the melancholy evening shadows of the ridges across them, had brought on the pain. Then too, they were small, well-groomed slopes with deeply shaded ridges, not nature in the wild; and the rows of rounded tea bushes looked like flocks of gentle green sheep.

Somehow it felt like everything was missing, and asphalt and the bridge and railway line. He came to the end of the road and then everything turned into nothingness. It's over. How he just hated that word.

Even her powders and face paint couldn't disguise the age lines and gripe lines that ran as deep as the railway tracks some said were bound to cross our mountain any day so.

On 15 September 1830, the first commercial railway line was opened, connecting Liverpool with Manchester.

Cities are sustained by similar network systems such as roads, railways, and electrical lines that transport people, energy, and resources and whose flow is therefore a manifestation of the metabolism of the city.

I saw two birds having dangerously kinky sex on the main road, while several cars ran above them just missing the sparrows’ toss and tumble fly away. The couple survived to try it again next season on a railway line!

I'm a writer and I'm feeling like death, as you would too if you'd just flown into Grand Rapids, Michigan at some ungodly hour of the morning only to discover that you can't get into your hotel room for another three hours. In fact it's enough just to have flown into Grand Rapids, Michigan. If you are a native of Grand Rapids, Michigan, then please assume that I am just kidding. Anyone else will surely realise that I am not. Having nowhere else to go, I am standing up, leaning against a mantelpiece. Well, a kind of mantelpiece. I don't know what it is, in fact. It's made of brass and some kind of plastic and was probably drawn in by the architect after a nasty night on the town. That reminds me of another favourite piece of information: there is a large kink in the trans-Siberian railway because when the Czar (I don't know which Czar it was because I am not in my study at home I'm leaning against something shamefully ugly in Michigan and there are no books) decreed that the trans-Siberian railway should be built, he drew a line on a map with a ruler. The ruler had a nick in it.

The fact about contemporaries is that they're doing the same thing on another railway line: one resents their distracting one, flashing past, the wrong way- something like that: from timidity, partly, one keeps one's eyes on one's own road.

All his life he would cherish the memory of an endless caravan of camels alongside the railway line, the laden beasts plodding patiently through the snow, ignoring the twentieth century as it hurtled past them in a clash of iron and a shriek of steam.

The more I want to be oblivious, the less I can be. Life and light will not let me be. I lie there, listening to the sound of Cathy’s urgent, cheerful busyness, and I think about the clothes on the side of the railway line and about Jess kissing her lover in the morning sunshine.

There was the airfield that had a railway line crossing the main runway, and operated through a kind of nonaggression pact between the Flying Control Tower and the nearest stationmaster. When a train was scheduled to go through, no aircraft were allowed to interfere, and vice versa.

At childhood’s end, the houses petered out into playing fields, the factory, allotments kept, like mistresses, by kneeling married men, the silent railway line, the hermit’s caravan, till you came at last to the edge of the woods. It was there that I first clapped eyes on the wolf. He stood in a clearing, reading his verse out loud in his wolfy drawl, a paperback in his hairy paw, red wine staining his bearded jaw. What big ears he had! What big eyes he had! What teeth! In the interval, I made quite sure he spotted me, sweet sixteen, never been, babe, waif, and bought me a drink, my first. You might ask why. Here’s why. Poetry. The wolf, I knew, would lead me deep into the woods, away from home, to a dark tangled thorny place lit by the eyes of owls. I crawled in his wake, my stockings ripped to shreds, scraps of red from my blazer snagged on twig and branch, murder clues. I lost both shoes but got there, wolf’s lair, better beware. Lesson one that night, breath of the wolf in my ear, was the love poem. I clung till dawn to his thrashing fur, for what little girl doesn’t dearly love a wolf? Then I slid from between his heavy matted paws and went in search of a living bird – white dove – which flew, straight, from my hands to his hope mouth. One bite, dead. How nice, breakfast in bed, he said, licking his chops. As soon as he slept, I crept to the back of the lair, where a whole wall was crimson, gold, aglow with books. Words, words were truly alive on the tongue, in the head, warm, beating, frantic, winged; music and blood. But then I was young – and it took ten years in the woods to tell that a mushroom stoppers the mouth of a buried corpse, that birds are the uttered thought of trees, that a greying wolf howls the same old song at the moon, year in, year out, season after season, same rhyme, same reason. I took an axe to a willow to see how it wept. I took an axe to a salmon to see how it leapt. I took an axe to the wolf as he slept, one chop, scrotum to throat, and saw the glistening, virgin white of my grandmother’s bones. I filled his old belly with stones. I stitched him up. Out of the forest I come with my flowers, singing, all alone. Little Red-Cap

The troll rumbled away in the direction of the coal store and his place in front of Billy was taken by a smartly dressed young lady with an air of authority. ‘Sir, I think the railway is going to need a translator. I know every language and dialect on the Disc.’ Her voice was firm but there was a glint of excitement in her eyes as she looked at Iron Girder and the other engines in the compound and Billy knew she was hooked. He also knew that ‘translator’ was not on his list of vacancies and sent her off to Sir Harry’s office, while he returned to his search for shunters, tappers and other workers. And so the line moved on again. It seemed everybody wanted to be part of the railway.

Aaron Sisson was the last man on the little black railway-line

We were building several lines of railway, and our line from Camelot to London was already finished and in operation.

But I know something happened on Saturday. I knew it when I looked into that dark tunnel under the railway line, my blood turning to ice water in my veins. Blackouts happen, and it isn’t just a matter of being a bit hazy about getting home from the club or forgetting what it was that was so funny when you were chatting in the pub. It’s different. Total black; hours lost, never to be retrieved.

Nothing - and I mean, really, absolutely nothing - is more extraordinary in Britain than the beauty of the countryside. Nowhere in the world is there a landscape that has been more intensively utilised - more mined, farmed, quarried, covered with cities and clanging factories, threaded with motorways and railway lines - and yet remains so comprehensively and reliably lovely over most of its extent.

* Engineers have had to invent a new category for the commuter trains of Mumbai, whose Western Railway Line is the world's single most crowded public transport corridor. When fourteen or more people are standing per square meter - above 275 percent capacity - the train has attained "Super Dense Crush Load." In Mumbai, of course, this means people are actually sitting on the roof and hanging out the open doors.

When ninety-nine percent of people thought the world was flat,” Evel said, “it didn’t make the world flat. The world didn’t need people to believe it was round to be round. Right now, ninety-nine percent of people are happily having a picnic on a railway track. Which doesn’t mean there isn’t a train coming down the line, traveling pretty fast. The railway train doesn’t need people to believe it’s coming, because it’s coming.

We walk quickly to the footbridge across the railway line. There’s a dog waste bin here, and in the heat the slope up to the stairs stinks of shit and wee. Indigo lists the dogs whose markers she can smell. Not what their owners call them, unless there are really three dogs called George H-19, George H-15, George H-26. “All gun dogs are designated George,” says Indigo. “The H stands for Heath and the numbers are allocated sequentially.

It would be difficult to find a man still on the early side of his thirties who had acquired wealth and power at the speed that Tom Severin had. He'd started as a mechanical engineer designing engines, then progressed to railway bridges, and had eventually built his own railway line, all with the apparent ease of a boy playing leapfrog. Severin could be generous and considerate, but his better qualities were unanchored by anything resembling a conscience.

while a man should attend closely to life, he should not attend too closely to the clock. A student of both the Stoics and Montaigne, the Count’s father believed that our Creator had set aside the morning hours for industry. That is, if a man woke no later than six, engaged in a light repast, and then applied himself without interruption, by the hour of noon he should have accomplished a full day’s labor. Thus, in his father’s view, the toll of twelve was a moment of reckoning. When the noon bell sounded, the diligent man could take pride in having made good use of the morning and sit down to his lunch with a clear conscience. But when it sounded for the frivolous man—the man who had squandered his morning in bed, or on breakfast with three papers, or on idle chatter in the sitting room—he had no choice but to ask for his Lord’s forgiveness. In the afternoon, the Count’s father believed that a man should take care not to live by the watch in his waistcoat—marking the minutes as if the events of one’s life were stations on a railway line. Rather, having been suitably industrious before lunch, he should spend his afternoon in wise liberty. That is, he should walk among the willows, read a timeless text, converse with a friend beneath the pergola, or reflect before the fire—engaging in those endeavors that have no appointed hour, and that dictate their own beginnings and ends.

enlargement of our being. We want to be more than ourselves. Each of us by nature sees the whole world from one point of view with a perspective and a selectiveness peculiar to himself. And even when we build disinterested fantasies, they are saturated with, and limited by, our own psychology. To acquiesce in this particularity on the sensuous level—in other words, not to discount perspective—would be lunacy. We should then believe that the railway line really grew narrower as it receded into the distance. But we want to escape the illusions of perspective on higher levels too. We want to see with other eyes, to imagine with other imaginations, to feel with other hearts, as well as with our own.      [138] We are not content to be Leibnitzian monads. We demand windows. Literature as Logos is a series of windows, even of doors. One of the things we feel after reading a great work is ‘I have got out’. Or from another point of view, ‘I have got in’; pierced the shell of some other monad and discovered what it is like inside. Good reading, therefore, though it is not essentially an affectional or moral or intellectual activity, has something in common with all three. In love we escape from our self into one other. In the moral sphere, every act of justice or charity involves putting ourselves in the other person’s place and thus transcending our own competitive particularity. In coming to understand anything we are rejecting the facts as they are for us in favour of the facts as they are. The primary impulse of each is to maintain and aggrandise himself. The secondary impulse is to go out of the self, to correct its provincialism and heal its loneliness. In love, in virtue, in the pursuit of knowledge, and in the reception of the arts, we are doing this. Obviously this process can be described either as an enlargement or as a temporary annihilation of the self. But that is an old paradox; ‘he that loseth his life shall save it’. We therefore delight to enter into other

He joined the crew of the Lake Champlain, a small steam-powered cargo ship owned by the Beaver Line of Canada but subsequently acquired by the Canadian Pacific Railway. He was its second officer in May 1901, when it became the first merchant vessel to be equipped with wireless.

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.

Russia is not an Asian power for many reasons. Although 75 per cent of its territory is in Asia, only 22 per cent of its population lives there. Siberia may be Russia’s ‘treasure chest’, containing the majority of the mineral wealth, oil, and gas, but it is a harsh land, freezing for months on end, with vast forests (taiga), poor soil for farming and large stretches of swampland. Only two railway networks run west to east – the Trans-Siberian and the Baikal–Amur Mainline. There are few transport routes leading north to south and so no easy way for Russia to project power southward into modern Mongolia or China: it lacks the manpower and supply lines to do so.

The radio crackled again, and a stranger’s voice filled it. “Daybright, we’re a go at Meridan.” Another voice: “We’re a go at Alcene.” Another: “Ready at Ravilis.” On and on. Eleven locations total. Then a soft female voice said, “This is Irithys. Set to ignite at the Eternal City.” “What the fuck is happening, Lidia?” Hunt breathed. They raced through the narrow city streets, the van with Flynn falling into line behind them. Hunt grunted, “Those are all places on the Spine.” Athalar was right: Every single city mentioned was a major depot along the vital railway that funneled imperial weapons to the front. Lidia didn’t take her eyes off the road as she picked up the radio. “This is Daybright. Blast it to Hel, Irithys.

The truth is that the old parliamentary oligarchy[Pg 227] abandoned their first line of trenches because they had by that time constructed a second line of defence. It consisted in the concentration of colossal political funds in the private and irresponsible power of the politicians, collected by the sale of peerages and more important things, and expended on the jerrymandering of the enormously expensive elections. In the presence of this inner obstacle a vote became about as valuable as a railway ticket when there is a permanent block on the line. The façade and outward form of this new secret government is the merely mechanical application of what is called the Party System. The Party System does not consist, as some suppose, of two parties, but of one. If there were two real parties, there could be no system.

As devasting as it is, cirrhosis is not the only end point I’m worried about here. I care about NAFLD and NASH — and you should too — because they represent the tip of the iceberg of a global epidemic of metabolic disorders, ranging from insulin resistance to type 2 diabetes. Type 2 diabetes is technically a distinct disease, defined very clearly by glucose metrics, but I view it as simply the last stop on a railway line passing through several other stations, including hyperinsulinemia, prediabetes, and NAFLD/NASH. If you find yourself anywhere on this train line, even in the early stages of NAFLD, you are likely also en route to one or more of the three Horsemen diseases (cardiovascular disease, cancer, and Alzheimer’s disease). As we will see in the next few chapters, metabolic dysfunction vastly increases your risks for all of these.

Report by the Railway Board on Indian Railways for 1938-39. It contained, among other things, photographs to show how efficient Indian Railways was. A set of two pictures, reproduced side by side, caught my eye: both pictures were of the Lucknow railway station—one showed the Mohammedan Refreshment Room and the other, the Hindu Refreshment Room. Patrons in both the refreshment rooms could be seen dining happily, served by liveried waiters.

Aided by the young George Pullman, who would later make a fortune building railway cars, Chesbrough launched one of the most ambitious engineering projects of the nineteenth century. Building by building, Chicago was lifted by an army of men with jackscrews. As the jackscrews raised the buildings inch by inch, workmen would dig holes under the building foundations and install thick timbers to support them, while masons scrambled to build a new footing under the structure. Sewer lines were inserted beneath buildings with main lines running down the center of streets, which were then buried in landfill that had been dredged out of the Chicago River, raising the entire city almost ten feet on average. Tourists walking around downtown Chicago today regularly marvel at the engineering prowess on display in the city’s spectacular skyline; what they don’t realize is that the ground beneath their feet is also the product of brilliant engineering.

One Autumn night, in Sudbury town, Across the meadows bare and brown, The windows of the wayside inn Gleamed red with fire-light through the leaves Of woodbine, hanging from the eaves Their crimson curtains rent and thin.” “As ancient is this hostelry As any in the land may be, Built in the old Colonial day, When men lived in a grander way, With ampler hospitality; A kind of old Hobgoblin Hall, Now somewhat fallen to decay, With weather-stains upon the wall, And stairways worn, and crazy doors, And creaking and uneven floors, And chimneys huge, and tiled and tall. A region of repose it seems, A place of slumber and of dreams, Remote among the wooded hills! For there no noisy railway speeds, Its torch-race scattering smoke and gleeds; But noon and night, the panting teams Stop under the great oaks, that throw Tangles of light and shade below, On roofs and doors and window-sills. Across the road the barns display Their lines of stalls, their mows of hay, Through the wide doors the breezes blow, The wattled cocks strut to and fro, And, half effaced by rain and shine, The Red Horse prances on the sign. Round this old-fashioned, quaint abode Deep silence reigned, save when a gust Went rushing down the county road, And skeletons of leaves, and dust, A moment quickened by its breath, Shuddered and danced their dance of death, And through the ancient oaks o'erhead Mysterious voices moaned and fled. These are the tales those merry guests Told to each other, well or ill; Like summer birds that lift their crests Above the borders of their nests And twitter, and again are still. These are the tales, or new or old, In idle moments idly told; Flowers of the field with petals thin, Lilies that neither toil nor spin, And tufts of wayside weeds and gorse Hung in the parlor of the inn Beneath the sign of the Red Horse. Uprose the sun; and every guest, Uprisen, was soon equipped and dressed For journeying home and city-ward; The old stage-coach was at the door, With horses harnessed, long before The sunshine reached the withered sward Beneath the oaks, whose branches hoar Murmured: "Farewell forevermore. Where are they now? What lands and skies Paint pictures in their friendly eyes? What hope deludes, what promise cheers, What pleasant voices fill their ears? Two are beyond the salt sea waves, And three already in their graves. Perchance the living still may look Into the pages of this book, And see the days of long ago Floating and fleeting to and fro, As in the well-remembered brook They saw the inverted landscape gleam, And their own faces like a dream Look up upon them from below.

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.

All this fantastic effort—giant machines, road networks, strip mines, conveyor belt, pipelines, slurry lines, loading towers, railway and electric train, hundred-million-dollar coal-burning power plant; ten thousand miles of high-tension towers and high-voltage power lines; the devastation of the landscape, the destruction of Indian homes and Indian grazing lands, Indian shrines and Indian burial grounds; the poisoning of the last big clean-air reservoir in the forty-eight contiguous United States, the exhaustion of precious water supplies—all that ball-breaking labor and all that backbreaking expense and all that heartbreaking insult to land and sky and human heart, for what? All that for what? Why, to light the lamps of Phoenix suburbs not yet built, to run the air conditioners of San Diego and Los Angeles, to illuminate shopping-center parking lots at two in the morning, to power aluminum plants, magnesium plants, vinyl-chloride factories and copper smelters, to charge the neon tubing that makes the meaning (all the meaning there is) of Las Vegas, Albuquerque, Tucson, Salt Lake City, the amalgamated metropoli of southern California, to keep alive that phosphorescent putrefying glory (all the glory there is left) called Down Town, Night Time, Wonderville, U.S.A. They

One Autumn night, in Sudbury town, Across the meadows bare and brown, The windows of the wayside inn Gleamed red with fire-light through the leaves Of woodbine, hanging from the eaves Their crimson curtains rent and thin. As ancient is this hostelry As any in the land may be, Built in the old Colonial day, When men lived in a grander way, With ampler hospitality; A kind of old Hobgoblin Hall, Now somewhat fallen to decay, With weather-stains upon the wall, And stairways worn, and crazy doors, And creaking and uneven floors, And chimneys huge, and tiled and tall. A region of repose it seems, A place of slumber and of dreams, Remote among the wooded hills! For there no noisy railway speeds, Its torch-race scattering smoke and gleeds; But noon and night, the panting teams Stop under the great oaks, that throw Tangles of light and shade below, On roofs and doors and window-sills. Across the road the barns display Their lines of stalls, their mows of hay, Through the wide doors the breezes blow, The wattled cocks strut to and fro, And, half effaced by rain and shine, The Red Horse prances on the sign. Round this old-fashioned, quaint abode Deep silence reigned, save when a gust Went rushing down the county road, And skeletons of leaves, and dust, A moment quickened by its breath, Shuddered and danced their dance of death, And through the ancient oaks o'erhead Mysterious voices moaned and fled. These are the tales those merry guests Told to each other, well or ill; Like summer birds that lift their crests Above the borders of their nests And twitter, and again are still. These are the tales, or new or old, In idle moments idly told; Flowers of the field with petals thin, Lilies that neither toil nor spin, And tufts of wayside weeds and gorse Hung in the parlor of the inn Beneath the sign of the Red Horse. Uprose the sun; and every guest, Uprisen, was soon equipped and dressed For journeying home and city-ward; The old stage-coach was at the door, With horses harnessed,long before The sunshine reached the withered sward Beneath the oaks, whose branches hoar Murmured: "Farewell forevermore. Where are they now? What lands and skies Paint pictures in their friendly eyes? What hope deludes, what promise cheers, What pleasant voices fill their ears? Two are beyond the salt sea waves, And three already in their graves. Perchance the living still may look Into the pages of this book, And see the days of long ago Floating and fleeting to and fro, As in the well-remembered brook They saw the inverted landscape gleam, And their own faces like a dream Look up upon them from below.

Nothing – and I mean, really, absolutely nothing – is more extraordinary in Britain than the beauty of the countryside. Nowhere in the world is there a landscape that has been more intensively utilized – more mined, farmed, quarried, covered with cities and clanging factories, threaded with motorways and railway lines – and yet remains so comprehensively and reliably lovely over most of its extent. It is the happiest accident in history. In terms of natural wonders, you know, Britain is a pretty unspectacular place. It has no alpine peaks or broad rift valleys, no mighty gorges or thundering cataracts. It is built to really quite a modest scale. And yet with a few unassuming natural endowments, a great deal of time and an unfailing instinct for improvement, the makers of Britain created the most superlatively park-like landscapes, the most orderly cities, the handsomest provincial towns, the jauntiest seaside resorts, the stateliest homes, the most dreamily spired, cathedral-rich, castle-strewn, abbey-bedecked, folly-scattered, green-wooded, winding-laned, sheep-dotted, plumply hedgerowed, well-tended, sublimely decorated 88,386 square miles the world has ever known – almost none of it undertaken with aesthetics in mind, but all of it adding up to something that is, quite often, perfect. What an achievement that is. And

Whatever its European credentials, Russia is not an Asian power for many reasons. Although 75 per cent of its territory is in Asia, only 22 per cent of its population lives there. Siberia may be Russia’s ‘treasure chest’, containing the majority of the mineral wealth, oil, and gas, but it is a harsh land, freezing for months on end, with vast forests (taiga), poor soil for farming and large stretches of swampland. Only two railway networks run west to east – the Trans-Siberian and the Baikal–Amur Mainline. There are few transport routes leading north to south and so no easy way for Russia to project power southward into modern Mongolia or China: it lacks the manpower and supply lines to do so.

Children, now we shall try to write a capital letter L,” I say and go to the blackboard. “Ten lines of L’s, then five lines of Lina, and five lines of Larch.” I write out the words slowly with chalk. A shuffling and rustling begins behind me. I expect to find that they are laughing at me and turn around. But it is only the notebooks being opened and the slates put in readiness. The forty heads are bent obediently over their task. —I am almost surprised. The slate pencils are squeaking, the pens scratching. I pass to and fro between the forms. On the wall hangs a crucifix, a stuffed barn owl and a map of Europe. Outside the windows the clouds drive steadily by, swift and low. The map of Germany is coloured in brown and green. I stop before it. The frontiers are hatched in red, and make a curious zigzag from top to bottom. Cologne—Aachen, there are the thin black lines marking the railways; Herbesthal, Liège, Brussels, Lille—I stand on tiptoe—Roubaix, Arras, Ostend—Where is Mount Kemmel then? It isn’t marked at all; but there is Langemarck, Ypres, Bixschoote, Staden. How small they are on the map—tiny points only, secluded, tiny points—and yet how the heavens thundered and the earth raged there on the 31st of July when the Big Offensive began and before nightfall we had lost every officer. I turn away and survey the fair and dark heads bending zealously over the words, Lina and Larch. Strange—for them those tiny points on the map will be no more than just so much stuff to be learned—a few new place names and a number of dates to be memorized by note in the history lesson—like the Seven Years’ War or some battle against the Romans. A

The tritone - an augmented fourth (or, in hazz parlance, a flatted fifth) - is a difficult interval to sing and has often been regarded as having an ugly, uncanny, or even diabolical quality. Its use was forbidden in early ecclesiastical music, and early theorists called it diabolus in musica ("the devil in music"). But Tartini used it, for this very reason, in his Devil's Trill Sonata for violin. Though the raw tritone sounds so harsh, it is easily filled out with another tritone to form a diminished seventh. And this, the Oxford Companion to Music notes, "has a luscious effect... The chord is indeed the most Protean in all harmony. In England the nickname has been given it of 'The Clapham Junction of Harmony' - from a railway station in London where so many lines join that once arrived there one can take a train for almost anywhere else.

Vincent’s House in Arles (The Yellow House) This painting depicts the right wing of 2 Place Lamartine, Arles, France — the house van Gogh rented in May 1888. The window on the first floor near the corner with both shutters open is the artist’s guest room, where Gauguin lived for nine weeks later in the same year. Behind the next window, with one shutter closed, is van Gogh’s bedroom. Van Gogh depicts the restaurant, where he used to have his meals, in the building painted pink close to the left edge of the painting. To the right side of the Yellow House, the Avenue Montmajour runs down to the two railway bridges. The first line, with a train just passing, served the local connection to Lunel, which is on the opposite bank of the river Rhône. Sadly, the building was severely damaged in a bombing raid by the Allies on June 25, 1944 and was later demolished.

Garrett regarded the scene with amazement. "It looks like a Saturday-night market." "It's to celebrate the new underground London Ironstone line. The railway owner, Tom Severin, is paying out of his own pocket for fairs and concerts across the city." "Mr. Severin my be taking credit for the celebrations," Garrett said wryly, "but I can assure you, not a shilling of it has come from his own pocket." Ransom's gaze flashed to her. "You know Severin?" "I'm acquainted with him," she said. "He's a friend of Mr. Winterborne's." "But not yours?" "I would call him a friendly acquaintance." A ripple of delight ran through her as she saw the notch between his brows. Was it possible he was jealous? "Mr. Severin is a schemer," she said. "An opportunist. He contrives everything for his own advantage, even at the expense of his friends." "A businessman, then," Ransom said flatly. Garrett laughed. "He certainly is that.

This vision is very much in line with the views of the economist John Kay in his book Other People’s Money (2015). As he says, stock markets, when first started, were the vehicles for raising finance often for large infrastructure projects (typically railways) from many dispersed shareholders. But markets no longer provide this function. Almost no new projects are financed via the stock market. (Indeed, the observation that few early-state companies come to the stock market for financing rather confirms the hypothesis that stock markets have significant problems dealing with them.) Rather, stock market trading is dominated by large asset managers trading with each other. In Kay’s view, they are searching for returns over and above those available to the market as a whole (searching for “alpha”) by trying to anticipate what others are thinking about the value of assets rather than the value of the underlying assets themselves.

The solidity of the building, its quite interiors, the monumental presence of its white facade in the middle of the city- in all its deliberate order and calm, the hotel underlined its separateness from its setting. Its effect was felt most keenly by the menial staff, who traveled each day from their homes in the flood-threatened outskirts of Allahabad and approached their place of work with something like awe. They looked very ill at ease in their green uniforms and were obsequiously polite with guests, calling to mind the Indians who had come to serve in the new city of Allahabad built by the British after the rude shock of the Indian Mutiny of 1857, the city whose simple colonial geography was plain from my sixth-floor hostel room, the railway tracks partitioning the congested "black town," with its minarets and temple domes, from the tree-lined grid of "white town," where for a long period no Indians, apart from servants, could appear in native dress.

There's a faulty signal on this line, about halfway through my journey. I assume it must be faulty, in any case, because it's almost always red; we stop there most days, sometimes just for a few seconds, sometimes for minutes on end. If I sit in carriage D, which I usually do, and the train stops at this signal, which it almost always does, I have a perfect view into my favourite trackside house: number fifteen. Number fifteen is much like the other houses along this stretch of track: a Victorian semi, two storeys high, overlooking a narrow, well-tended garden which runs around twenty feet down towards some fencing, beyond which lie a few metres of no man's land before you get to the railway track. I know this house by heart. I know every brick, I know the colour of the curtains in the upstairs bedroom (beige, with a dark-blue print), I know that the paint is peeling off the bathroom window frame and that there are four tiles missing from a section of the roof over on the right-hand side.

If you pass on through the meadows with their thousand flowers of every color imaginable, from bright red to yellow and purple, and their bright green grass washed clean by last night’s rain, rich and verdant—again without a single movement of the machinery of thought—then you will know what love is. To look at the blue sky, the high full-blown clouds, the green hills with their clear lines against the sky, the rich grass and the fading flower—to look without a word of yesterday; then, when the mind is completely quiet, silent, undisturbed by any thought, when the observer is completely absent—then there is unity. Not that you are united with the flower, or with the cloud, or with those sweeping hills; rather there is a feeling of complete non-being in which the division between you and another ceases. The woman carrying those provisions which she bought in the market, the big black Alsatian dog, the two children playing with the ball—if you can look at all these without a word, without a measure, without any association, then the quarrel between you and another ceases. This state, without the word, without thought, is the expanse of mind that has no boundaries, no frontiers within which the I and the not-I can exist. Don’t think this is imagination, or some flight of fancy, or some desired mystical experience; it is not. It is as actual as the bee on that flower or the little girl on her bicycle or the man going up a ladder to paint the house—the whole conflict of the mind in its separation has come to an end. You look without the look of the observer, you look without the value of the word and the measurement of yesterday. The look of love is different from the look of thought. The one leads in a direction where thought cannot follow, and the other leads to separation, conflict, and sorrow. From this sorrow, you cannot go to the other. The distance between the two is made by thought, and thought cannot by any stride reach the other. As you walk back by the little farmhouses, the meadows, and the railway line, you will see that yesterday has come to an end: life begins where thought ends.

Kâlagani evidently knew this thinly-peopled region perfectly, and guided us across it most admirably. On the 29th September our train began to ascend the northern slope of the Vindyas, in order to reach the pass of Sirgour.   Hitherto we had met with no obstacle or difficulty, although this country is one of the worst in repute of all India, because it is a favourite retreat of criminals. Robbers haunt the highways, and it is here that the Dacoits carry on their double trade of thieves and poisoners. Great caution is desirable when travelling in this district.   Steam House was now about to penetrate the very worst part of the Bundelkund, namely, the mountainous region of the Vindhyas.   We were within about sixty miles of Jubbulpore, the nearest station on the railway between Bombay and Allahabad; it was no great distance, but we could not expect to get over the ground as quickly as we had done on the plains of Scind. Steep ascents, bad roads, rocky ground, sharp turnings, and narrow defiles. All these must be looked for, and would reduce the rate of our speed. It would be necessary to reconnoitre carefully our line of march, as well as the halting-places, and during both day and night keep a very sharp look-out.   Kâlagani

His dark room now seemed cool and restfully confining. You could imagine maps in the wallpaper. The roses had faded into vague shells of pink. Only a few silver lines along the vanished stems and in the veins of leaves, indistinct patches of the palest green remained—the faint suggestion of mysterious geography. A grease spot was a marsh, a mountain or a treasure. Irabestis went boating down a crack on cool days, under the tree boughs, bending his head. He fished in a chip of plaster. The perch rose to the bait and were golden in the sunwater. Specks stood for cities; pencil marks were bridges; stains and shutter patterns laid out fields of wheat and oats and corn. In the shadow of a corner the crack issued into a great sea. There was a tear in the paper that looked exactly like a railway and another that signified a range of hills. Some tiny drops of ink formed a chain of lakes. A darker decorative strip of Grecian pediments and interlacing ivy at the ceiling’s edge kept the tribes of Gog and Magog from invasion. Once he had passed through it to the ceiling but it made him dizzy and afraid. Shadows moved quixotically over the whole wall, usually from left to right in tall thin bands, and sank behind the bureau or below the bed or disappeared suddenly in a corner.

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.

A folktale in Hokkaido just after the war and passed from conductor to conductor held that the floor of heaven is laced with silver train tracks, and the third rail is solid pearl. The trains that ran along them were fabulous even by the Shinkansen of today: carriages containing whole pine forests hung with gold lanterns, carriages full of rice terraces, carriages lined in red silk where the meal service bought soup, rice-balls, and a neat lump of opium with persimmon tea poured over it in the most delicate of cups. These trains sped past each other, utterly silent, carrying each a complement of ghosts who clutched the branches like leather handholds, and plucked the green rice to eat raw, amd fell back insensate into the laps of women whose faces were painted red from brow to chin. They never stop, never slow, and only with great courage and grace could a spirit slowly progress from car to car, all the way to the conductor's cabin, where all accounts cease, and no man knows what lies therein. In Hokkaido, where the snow and the ice are so white and pure they glow blue, it is said only the highest engineers of Japan Railways know the layout of the railroads on the floor of heaven. They say that these exalted engineers are working slowly, generation by generation, to lay the tracks to earth so that they mirror exactly the tracks in heaven. When this is done, those marvelous carriages will fall from the sky, and we may know on earth, without paying the terrible fare of death, the gaze of the red women, the light of the forest lanterns, and the taste of persimmon tea.

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.*

The reason for which a work of genius is not easily admired from the first is that the man who has created it is extraordinary, that few other men resemble him. It was Beethoven’s Quartets themselves (the Twelfth, Thirteenth, Fourteenth and Fifteenth) that devoted half a century to forming, fashioning and enlarging a public for Beethoven’s Quartets, marking in this way, like every great work of art, an advance if not in artistic merit at least in intellectual society, largely composed to-day of what was not to be found when the work first appeared, that is to say of persons capable of enjoying it. What artists call posterity is the posterity of the work of art. It is essential that the work (leaving out of account, for brevity’s sake, the contingency that several men of genius may at the same time be working along parallel lines to create a more instructed public in the future, a public from which other men of genius shall reap the benefit) shall create its own posterity. For if the work were held in reserve, were revealed only to posterity, that audience, for that particular work, would be not posterity but a group of contemporaries who were merely living half-a-century later in time. And so it is essential that the artist (and this is what Vinteuil had done), if he wishes his work to be free to follow its own course, shall launch it, wherever he may find sufficient depth, confidently outward bound towards the future. And yet this interval of time, the true perspective in which to behold a work of art, if leaving it out of account is the mistake made by bad judges, taking it into account is at times a dangerous precaution of the good. No doubt one can easily imagine, by an illusion similar to that which makes everything on the horizon appear equidistant, that all the revolutions which have hitherto occurred in painting or in music did at least shew respect for certain rules, whereas that which immediately confronts us, be it impressionism, a striving after discord, an exclusive use of the Chinese scale, cubism, futurism or what you will, differs outrageously from all that have occurred before. Simply because those that have occurred before we are apt to regard as a whole, forgetting that a long process of assimilation has melted them into a continuous substance, varied of course but, taking it as a whole, homogeneous, in which Hugo blends with Molière. Let us try to imagine the shocking incoherence that we should find, if we did not take into account the future, and the changes that it must bring about, in a horoscope of our own riper years, drawn and presented to us in our youth. Only horoscopes are not always accurate, and the necessity, when judging a work of art, of including the temporal factor in the sum total of its beauty introduces, to our way of thinking, something as hazardous, and consequently as barren of interest, as every prophecy the non-fulfillment of which will not at all imply any inadequacy on the prophet’s part, for the power to summon possibilities into existence or to exclude them from it is not necessarily within the competence of genius; one may have had genius and yet not have believed in the future of railways or of flight, or, although a brilliant psychologist, in the infidelity of a mistress or of a friend whose treachery persons far less gifted would have foreseen.

we neared Liverpool’s Lime Street station, we passed through a culvert with walls that appeared to rise up at least thirty feet, high enough to block out the sun. They were as smooth as Navajo sandstone. This had been bored out in 1836 and had been in continuous use ever since, the conductor told me. “All the more impressive,” he said, “when you consider it was all done by Irish navvies working with wheelbarrows and picks.” I couldn’t place his accent and asked if he himself was Irish, but he gave me a disapproving look and told me he was a native of Liverpool. He had been talking about the ragged class of nineteenth-century laborers, usually illiterate farmhands, known as “navvies”—hard-drinking and risk-taking men who were hired in gangs to smash the right-of-way in a direct line from station to station. Many of them had experienced digging canals and were known by the euphemism “navigators.” They wore the diminutive “navvy” as a term of pride. Polite society shunned them, but these magnificent railways would have been impossible without their contributions of sweat and blood. Their primary task was cleaving the hillsides so that tracks could be laid on a level plain for the weak locomotive engines of the day. Teams of navvies known as “butty gangs” blasted a route with gunpowder and then hauled the dirt out with the same kind of harness that so many children were then using in the coal mines: a man at the back of a full wheelbarrow would buckle a thick belt around his waist, then attach that to a rope dangling from the top of the slope and allow himself to be pulled up by a horse. This was how the Lime Street approach had been dug out, and it was dangerous. One 1827 fatality happened as “the poor fellow was in the act of undermining a heavy head of clay, fourteen or fifteen feet high, when the mass fell upon him and literally crushed his bowels out of his body,” as a Liverpool paper told it. The navvies wrecked old England along with themselves, erecting a bizarre new kingdom of tracks. In a passage from his 1848 novel Dombey and Son, Charles Dickens gives a snapshot of the scene outside London: Everywhere

Solotol is a city of arches and bridges, where steps and pavements wind past tall buildings and lance out over steep rivers and gullies on slender suspension bridges and fragile stone arches. Roadways flow along the banks of water courses, looping and twisting over and under them; railways splay out in a tangle of lines and levels, swirling through a network of tunnels and caverns where underground reservoirs and roads converge, and from a speeding train passengers can look out to see galaxies of lights reflecting on stretches of dark water crossed by the slants of underground funiculars and the piers and ways of subterranean roads.

In the first place, the majority never read anything twice. The sure mark of an unliterary man is that he considers ‘I’ve read it already’ to be a conclusive argu- ment against reading a work. We have all known women who remembered a novel so dimly that they had to stand for half an hour in the library skimming through it before they were certain they had once read it. But the moment they became cer- tain, they rejected it immediately. It was for them dead, like a burnt-out match, an old railway ticket, or yesterday’s paper; they had already used it. Those who read great works, on the other hand, will read the same work ten, twenty or thirty times during the course of their life. Secondly, the majority, though they are sometimes frequent readers, do not set much store by reading. They turn to it as a last resource. They abandon it with alacrity as soon as any alternative pastime turns up. It is kept for railway journeys, illnesses, odd moments of enforced solitude, or for the process called ‘reading oneself to sleep’. They sometimes combine it with desultory conversation; often, with listening to the radio. But literary people are always looking for leisure and si- lence in which to read and do so with their whole attention. When they are denied such attentive and undisturbed reading even for a few days they feel impoverished. Thirdly, the first reading of some literary work is often, to the literary, an expe- rience so momentous that only experiences of love, religion, or bereavement can furnish a standard of comparison. Their whole consciousness is changed. They have become what they were not before. But there is no sign of anything like this among the other sort of readers. When they have finished the story or the novel, nothing much, or nothing at all, seems to have happened to them. Finally, and as a natural result of their different behaviour in reading, what they have read is constantly and prominently present to the mind of the few, but not to that of the many. The former mouth over their favourite lines and stanzas in soli- tude. Scenes and characters from books provide them with a sort of iconography by which they interpret or sum up their own experience.

Frankl spent most of his time in camp laying tracks for railway lines. This was not the life he had planned for himself. This was not his passion, or his dream. This is not what he would be doing if he were marching to the beat of his own drummer. But this was the life events had assigned to him. And it became clear to him that what sort of person he would wind up being depended upon what sort of inner decision he would make in response to his circumstances.

John Vernall lifted up his head, the milk locks that had given him his nickname stirring in the third floor winds, and stared with pale grey eyes out over Lambeth, over London. Snowy's dad had once explained to him and his young sister Thursa how by altering one's altitude, one's level on the upright axis of this seemingly three-planed existence, it was possible to catch a glimpse of the elusive fourth plane, the fourth axis, which was time. Or was at any rate, at least in Snowy's understanding of their father's Bedlam lectures, what most people saw as time from the perspective of a world impermanent and fragile, vanished into nothingness and made anew from nothing with each passing instant, all its substance disappeared into a past that was invisible from their new angle and which thus appeared no longer to be there. For the majority of people, Snowy realised, the previous hour was gone forever and the next did not exist yet. They-were trapped in their thin, moving pane of Now: a filmy membrane that might fatally disintegrate at any moment, stretched between two dreadful absences. This view of life and being as frail, flimsy things that were soon ended did not match in any way with Snowy Vernall's own, especially not from a glorious vantage like his current one, mucky nativity below and only reefs of hurtling cloud above. His increased elevation had proportionately shrunken and reduced the landscape, squashing down the buildings so that if he were by some means to rise higher still, he knew that all the houses, churches and hotels would be eventually compressed in only two dimensions, flattened to a street map or a plan, a smouldering mosaic where the roads and lanes were cobbled silver lines binding factory-black ceramic chips in a Miltonic tableau. From the roof-ridge where he perched, soles angled inwards gripping the damp tiles, the rolling Thames was motionless, a seam of iron amongst the city's dusty strata. He could see from here a river, not just shifting liquid in a stupefying volume. He could see the watercourse's history bound in its form, its snaking path of least resistance through a valley made by the collapse of a great chalk fault somewhere to the south behind him, white scarps crashing in white billows a few hundred feet uphill and a few million years ago. The bulge of Waterloo, off to his north, was simply where the slide of rock and mud had stopped and hardened, mammoth-trodden to a pasture where a thousand chimneys had eventually blossomed, tarry-throated tubeworms gathering around the warm miasma of the railway station. Snowy saw the thumbprint of a giant mathematic power, untold generations caught up in the magnet-pattern of its loops and whorls. On the loose-shoelace stream's far side was banked the scorched metropolis, its edifices rising floor by floor into a different kind of time, the more enduring continuity of architecture, markedly distinct from the clock-governed scurry of humanity occurring on the ground. In London's variously styled and weathered spires or bridges there were interrupted conversations with the dead, with Trinovantes, Romans, Saxons, Normans, their forgotten and obscure agendas told in stone. In celebrated landmarks Snowy heard the lonely, self-infatuated monologues of kings and queens, fraught with anxieties concerning their significance, lives squandered in pursuit of legacy, an optical illusion of the temporary world which they inhabited. The avenues and monuments he overlooked were barricades' against oblivion, ornate breastwork flung up to defer a future in which both the glorious structures and the memories of those who'd founded them did not exist.

into his jeans and button-down shirt. He dropped off the RAF overalls in the trunk of the car, and then looked around him. The car park was empty. He walked to the side of the parking lot. The fence was low there and he vaulted across it to the low ground that led to the pebble beach. He cut straight across, heading to the port, walking quickly across the shrub and grassland. A line of low trees near the port fence gave him cover. He studied the wire fence. It was about ten feet tall, with regularly spaced posts, and he couldn’t see any signs of electricity. There wasn’t any barbed wire at the top, which made his life a lot easier. He grabbed the wire mesh and shook it. It was firm and would take his weight. He wrapped his legs around a post and pulled himself up with both hands, using it like a fast rope. He crouched over the top and jumped down. The brick wall of a building lay in front of him. He could hear an engine wheezing and what sounded like train railway

Today, SABRE connects more than 57,000 travel agents and millions of travellers with more than 400 airlines, 90,000 hotels, 30 car rental companies, 200 tour operators, and dozens of railways, ferries and cruise lines. A kernel of computational Cold War paranoia sits at the heart of billions of journeys made every year.

Recently I met with the director of the London Ironstone railway," he said. For Kathleen's benefit, he explained, "It's a private company, owned by a friend. Tom Severin." 'We're in the same London club," West added. Devon viewed the map critically before drawing a parallel line. "Severin wants to reduce distance on London Ironstone's existing Portsmouth route. He's also planning to relay the entire sixty-mile line, start to finish, with heavier rails to accommodate faster trains." "Can he afford such a project?" West asked. "He's already secured one million pounds." West uttered a wordless exclamation.

working on a railway line crew. Every man in that all-male group was tested by the others during the

Carlton Church review – Why Tokyo is populated? How Tokyo became the largest city? Apparently Tokyo Japan has been one of the largest global cities for hundreds of years. One of the primary reasons for its growth is the fact that it has been a political hotspot since they Edo period. Many of the feudal lords of Japan needed to be in Edo for a significant part of the year and this has led to a situation where increasing numbers of the population was attracted to the city. There were many people with some power base throughout Japan but it became increasingly clear that those who have the real power were the ones who were residing in Edo. Eventually Tokyo Japan emerged as both the cultural and the political center for the entire Japan and this only contributed to its rapid growth which made it increasingly popular for all people living in Japan. After World War II substantial rebuilding of the city was necessary and it was especially after the war that extraordinary growth was seen and because major industries came especially to Tokyo and Osaka, these were the cities where the most growth took place. The fact remains that there are fewer opportunities for people who are living far from the cities of Japan and this is why any increasing number of people come to the city. There are many reasons why Japan is acknowledged as the greatest city The Japanese railways is widely acknowledged to be the most sophisticated railway system in the world. There is more than 100 surface routes which is operated by Japan’s railways as well as 13 subway lines and over the years Japanese railway engineers has accomplished some amazing feats which is unequalled in any other part of the world. Most places in the city of Tokyo Japan can be reached by train and a relatively short walk. Very few global cities can make this same boast. Crossing the street especially outside Shibuya station which is one of the busiest crossings on the planet with literally thousands of people crossing at the same time. However, this street crossing symbolizes one of the trademarks of Tokyo Japan and its major tourism attractions. It lies not so much in old buildings but rather in the masses of people who come together for some type of cultural celebration. There is also the religious centers in Japan such as Carlton Church and others. Tokyo Japan has also been chosen as the city that will host the Olympics in 2020 and for many reasons this is considered to be the best possible venue. A technological Metropolitan No other country exports more critical technologies then Japan and therefore it should come as no surprise that the neighborhood electronics store look more like theme parks than electronic stores. At quickly becomes clear when one looks at such a spectacle that the Japanese people are completely infatuated with technology and they make no effort to hide that infatuation. People planning to visit Japan should heed the warnings from travel organizations and also the many complaints which is lodged by travelers who have become victims of fraud. It is important to do extensive research regarding the available options and to read every possible review which is available regarding travel agencies. A safe option will always be to visit the website of Carlton Church and to make use of their services when travelling to and from Japan.

But she did have a sulky bursting prowling sort of energy, because she was in that state so many young girls go through―a state of sexual obsession that can be like a sort of trance. When I was fifteen, still living in Baker Street with my father, I spent some months in that state, so that now I can't walk through that area without remembering, half amused, half embarrassed, an emotional condition which was so strong it had the power to absorb into it pavements, houses, shop windows. What was interesting about June was this: surely nature should have arranged matters so that the men she met must be aware of what afflicted her. Not at all. That first evening Maryrose and I involuntarily exchanged glances and nearly laughed out loud from recognition and amused pity. We did not, because we also understood that the so obvious fact was not obvious to the men and we wanted to protect her from their laughter. All the women in the place were aware of June. I remember sitting one morning on the verandah with Mrs. Lattimer, the pretty red-haired woman who flirted with young Stanley Lett, and June came into sight prowling blindly under the gum-trees by the railway lines. It was like watching a sleepwalker. She would take half a dozen steps, staring across the valley at the piled blue mountains, lift her hands to her hair, so that her body, tightly outlined in bright red cotton, showed every straining line and the sweat patches dark under the armpits―then drop her arms, her fists clenched at her sides. She would stand motionless, then walk on again, pause, seem to dream, kick at the cinders with the toe of high white sandal, and so on, slowly, till she was out of sight beyond the sun-glittering gum-trees. Mrs. Lattimore let out a deep rich sigh, laughed her weak indulgent laugh, and said: 'My God, I wouldn't be a girl again for a million pounds. My God, to go through all that again, not for a million million.' And Maryrose and I agreed. Yet, although to us every appearance of this girl was so powerfully embarrassing, the men did not see it and we took care not to betray her. There is a female chivalry, woman for woman, as strong as any other kind of loyalty. Or perhaps it was we didn't want brought home to us the deficiencies of imagination of our own men.

From that day onwards I spent a lot of time on Park Bridge, and soon became aware of other boys with similar interests leaning out over the engines as they slowed down on their way into the goods yard, or cruised at speed further out on their way up the East Coast main line between Edinburgh and London. For Edinburgh was a rail centre, and I lived at the eastern end of a great loop of lines punctuated by stations, depots, tunnels, repair yards and goods terminals. I could watch the flagship engines of the London and North Eastern Railway rush by, a long procession of carriages drawn after them as they headed for Edinburgh Waverley - the company's very own station and a mecca for train lovers - or catch the smaller, older engines at the head of suburban and country trains. They were all trains, and that was enough for now.

A vote is now as valuable as a railway ticket when there is a permanent block on the line.

Evolution is the sadistic headmaster of the Succeed-or-Die School of Invention, motto: Disce aut consumere!—“learn or get eaten!” It is sad and sometimes ugly when a species fails in this school, especially ugly if the change they are confronted with is caused by human thoughtlessness. Sometimes the two happen in tandem and ugliness can create unexpected beauty. New railway lines are notorious for the havoc and destruction they can bring to a landscape, impacting both natural and artificial environments. However, the need to keep general human traffic away from the iron dragons that pass along these new lines has created a new habitat and led to a renaissance in rare wildflowers in some areas. But perhaps the most surreal and ironic example of this is the fact that many naturalists now support the military’s habit of firing big explosive shells at landscapes. Exploding ordnance falling from the sky has the dependable effect of keeping humans away and, consequently, firing ranges have accidentally created some of the most healthy ecosystems in Britain. Naturalists and the military are now working more closely, and this unlikely partnership is becoming less accidental and more deliberate.

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,

Canals are made of flat water, and flat water is difficult stuff to get hold of. It is expensive. You use locks to keep it flat when you go up hills. Sometimes, you have to take the water under hills in tunnels in order to preserve its flatness. Canals were not cheap to build.

Another milestone for the telegraph was when it was used to apprehend Fiddler Dick, a notorious pickpocket, and his gang. Their modus operandi involved robbing the crowds at a busy railway station and then escaping from the scene by train. Before the telegraph, there was no way to send information faster than a speeding train, so their getaway was assured. However, the presence of the telegraph alongside the Paddington-Slough line meant it was now possible to alert the police at the other end before the train’s arrival.

You who go in railways are necessarily shut up in long valleys and even sometimes by the wall of earth. Even those who bicycle or drive see these sights but rarely and with consecution, since roads also avoid climbing save where they are forced to it, as over certain passes. It is only by following the straight line onwards that anyone can pass from ridge to ridge and have this full picture of the way he has been.

molestation. The “Tin Lizzie” sat next to railway lines and was littered with construction materials, old cars, and dangerous wreckage. Of course, there was the occasional accident and certain areas parents

Even in 1963, only a year before opening, the director-general of the Construction Department of JNR, stated to new JNR employees: The Tokaido Shinkansen is the height of madness. As the gauge of the Tokaido Shinkansen is different from existing lines, track sharing is not possible. Even if the journey time between Tokyo and Osaka is shortened, passengers have to change trains at Osaka in order to travel further west. A railway system which lacks smooth connections and networks with other lines is meaningless and destined to fail.

Labor and employment firm Fisher & Phillips LLP opened a Seattle office by poaching partner Davis Bae from labor and employment competitor Jackson Lewis PC. Mr. Bea, an immigration specialist, will lead the office, which also includes new partners Nick Beermann and Catharine Morisset and one other lawyer. Fisher & Phillips has 31 offices around the country. Sara Randazzo LAW Cadwalader Hires New Partner as It Looks to Represent Activist Investors By Liz Hoffman and David Benoit | 698 words One of America’s oldest corporate law firms is diving into the business of representing activist investors, betting that these agitators are going mainstream—and offer a lucrative business opportunity for advisers. Cadwalader, Wickersham & Taft LLP has hired a new partner, Richard Brand, whose biggest clients include William Ackman’s Pershing Square Capital Management LP, among other activist investors. Mr. Brand, 35 years old, advised Pershing Square on its campaign at Allergan Inc. last year and a board coup at Canadian Pacific Railway Ltd. in 2012. He has also defended companies against activists and has worked on mergers-and-acquisitions deals. His hiring, from Kirkland & Ellis LLP, is a notable step by a major law firm to commit to representing activists, and to do so while still aiming to retain corporate clients. Founded in 1792, Cadwalader for decades has catered to big companies and banks, but going forward will also seek out work from hedge funds including Pershing Square and Sachem Head Capital Management LP, a Pershing Square spinout and another client of Mr. Brand’s. To date, few major law firms or Wall Street banks have tried to represent both corporations and activist investors, who generally take positions in companies and push for changes to drive up share prices. Most big law firms instead cater exclusively to companies, worried that lining up with activists will offend or scare off executives or create conflicts that could jeopardize future assignments. Some are dabbling in both camps. Paul, Weiss, Rifkind, Wharton & Garrison LLP, for example, represented Trian Fund Management LP in its recent proxy fight at DuPont Co. and also is steering Time Warner Cable Inc.’s pending sale to Charter Communications Inc. Willkie Farr & Gallagher LLP and Gibson, Dunn & Crutcher LLP have done work for activist firm Third Point LLC. But most firms are more monogamous. Those on one end, most vocally Wachtell, Lipton, Rosen & Katz, defend management, while a small band including Schulte Roth & Zabel LLP and Olshan Frome Wolosky LLP primarily represent activists. In embracing activist work, Cadwalader thinks it can serve both groups better, said Christopher Cox, chairman of the firm’s corporate group. “Traditional M&A and activism are becoming increasingly intertwined,” Mr. Cox said in an interview. “To be able to bring that perspective to the boardroom is a huge advantage. And when a threat does emerge, who’s better to defend a company than someone who’s seen it from the other side?” Mr. Cox said Cadwalader has been thinking about branching out into activism since late last year. The firm is also working with an activist fund launched earlier this year by Cadwalader’s former head of M&A, Jim Woolery, that hopes to take a friendlier stance toward companies. Mr. Cox also said he believes activism can be lucrative, pooh-poohing another reason some big law firms eschew such assignments—namely, that they don’t pay as well as, say, a large merger deal. “There is real money in activism today,” said Robert Jackson, a former lawyer at Wachtell and the U.S. Treasury Department who now teaches at Columbia University and who also notes that advising activists can generate regulatory work. “Law firms are businesses, and taking the stance that you’ll never, ever, ever represent an activist is a financial luxury that only a few firms have.” To be sure, the handful of law firms that work for both sides say they do so

and a measurable clinical effect. In fact, the Council for the Protection of Rural England (CPRE), founded in 1926, devoted itself to these places, promoting a “sustainable future” for the English countryside. A “tranquil zone” was later defined by the CPRE as “anywhere that lies at least 4 km [about 2.5 miles] from a large power station, 3 km from a major motorway, major industrial area or large city, 2 km from other motorways, trunk roads or smaller towns, 1 km from busy local roads carrying more than 10,000 vehicles per day or the busiest main-line railways. It should also lie beyond the interference of civil and military aircraft.” In addition, one of the criteria was the ability to turn 360 degrees and not have any visual interference from power

Doncaster Railway Station, East Coast Line. Tuesday 5pm. Gil was halfway between London and Newcastle when a text came through on her mobile phone, informing her that her premium seat on the aircraft had been confirmed. Upon her arrival at Newcastle Central Station, a limousine would be waiting to whisk her away to the Britannia Hotel at Newcastle Airport.

Buenos Aires was also a modern commercial city that served as the hub of Argentina’s vast agricultural and natural resources, as well as its industrial center. Highways and great railway lines radiated out in every direction, bringing in goods from the countryside, and the port, one of South America’s largest, sent those goods abroad.

These volumes will leave the reader in no doubt about the opinion of their author. From first to last it is contended that once the main armies were in deadlock in France the true strategy for both sides was to attack the weaker partners in the opposite combination with the utmost speed and ample force. According to this view, Germany was unwise to attack France in August, 1914, and especially unwise to invade Belgium for that purpose. She should instead have struck down Russia and left France to break her teeth against the German fortress and trench lines. Acting thus she would probably have avoided war with the British Empire, at any rate during the opening, and for her most important, phase of the struggle. The first German decision to attack the strongest led to her defeat at the Marne and the Yser, and left her baffled and arrested with the ever-growing might of an implacable British Empire on her hands. Thus 1914 ended. But in 1915 Germany turned to the second alternative, and her decision was attended by great success. Leaving the British and French to shatter their armies against her trench lines in France, Germany marched and led her allies against Russia, with the result that by the autumn enormous territories had been conquered from Russia; all the Russian system of fortresses and strategic railways was in German hands, while the Russian armies were to a large extent destroyed and the Russian State grievously injured. The only method by which the Allies could rescue Russia was by forcing the Dardanelles. This was the only counter-stroke that could be effective. If it had succeeded it would have established direct and permanent contact between Russia and her Western allies, it would have driven Turkey, or at the least Turkey in Europe, out of the war, and might well have united the whole of the Balkan States, Serbia, Greece, Bulgaria and Roumania, against Austria and Germany. Russia would thus have received direct succour, and in addition would have experienced an enormous relief through the pressure which the combined Balkan States would instantly have applied to Austria-Hungary. However, the narrow and local views of British Admirals and Generals and of the French Headquarters had obstructed this indispensable manéuvre. Instead of a clear strategic conception being clothed and armed with all that the science of staffs and the authority of Commanders could suggest, it had been resisted, hampered, starved and left to languish. The time gained by this mismanagement and the situation created by the Russian defeats enabled Germany in September to carry the policy of attacking the weaker a step further. Falkenhayn organized an attack upon Serbia. Bulgaria was gained to the German side, Serbia was conquered, and direct contact was established between the Central Empires and Turkey. The

In the middle of the nineteenth century a railway line was made from London’s Fenchurch Street to Southend and, when excavating at what is now South Benfleet (Beamfleot), the navvies discovered the charred remnants of burned ships among which were scattered human skeletons. Those remains were over nine hundred years old, and they were what was left of Haesten’s army and fleet. I

Every city has streets that were built under an unlucky star. And they don’t have to be located in the outskirts, either. Sometimes they run along beside gloomy factory buildings, sometimes along the railway lines or main highways, sometimes even beside a park or ravine that has survived through some oversight by the municipal authorities.

In the morning I inspected my traveling companions and found a youth and a handsome old man with a wisp of gray beard sitting opposite me, sipping bitter tea. Presently the youth spoke to me, in formalities at first, and then inevitably of politics. I discovered that his wife’s uncle was a railway official and that he was traveling with a pass. He was on his way back to Szechuan, his native province, which he had left seven years before. But he was not sure that he would be able to visit his home town after all. Bandits were reported to be operating near there. “You mean Reds?” “Oh, no, not Reds, although there are Reds in Szechuan, too. No, I mean bandits.” “But aren’t the Reds also bandits?” I asked out of curiosity. “The newspapers always call them Red bandits or Communist bandits.” “Ah, but you must know that the editors must call them bandits because they are ordered to do so by Nanking,” he explained. “If they called them Communists or revolutionaries that would prove they were Communists themselves.” “But in Szechuan don’t people fear the Reds as much as the bandits?” “Well, that depends. The rich men fear them, and the landlords, and the officials and tax collectors, yes. But the peasants do not fear them. Sometimes they welcome them.” Then he glanced apprehensively at the old man, who sat listening intently, and yet seeming not to listen. “You see,” he continued, “the peasants are too ignorant to understand that the Reds only want to use them. They think the Reds really mean what they say.” “But they don’t mean it?” “My father wrote to me that they did abolish usury and opium in the Sungpan [Szechuan], and that they redistributed the land there. So you see they are not exactly bandits. They have principles, all right. But they are wicked men. They kill too many people.” Then surprisingly the graybeard lifted his gentle face and with perfect composure made an astonishing remark. “Sha pu kou!” he said. “They don’t kill enough!” We both looked at him flabbergasted. Unfortunately the train was nearing Chengchow, where I had to transfer to the Lunghai line, and I was obliged to break off the discussion. But I have ever since wondered with what deadly evidence this Confucian-looking old gentleman would have supported his startling contention. I wondered about it all the next day of travel, as we climbed slowly through the weird levels of loess hills in Honan and Shensi, and until my train—this one still new and very comfortable—rolled up to the new and handsome railway station at Sianfu.

With each passing moment, the boundless void you left behind deepens just like the expanding depths of a black hole. All I can remember are two railway lines, poignantly mirroring our lives—parallel but fated to remain separate, forever running side by side yet never converging

shot.” The truth was the station had never made money because it had been built in the wrong place, a place chosen to save on restitution payments. In the great industrial age of Victorian Britain, landowners had to be paid when a new railway line was constructed across their land, especially if it was agricultural land. The landowners closer to Cranbrook were asking a pretty penny for the railway to go through in the mid-1800s, so instead the station was built in the hamlet of Hartley two miles outside the town. And there it lost money hand over fist, because not enough people wanted to come from Cranbrook to the station. Yet there’s many who would agree with my dad about the shortsighted Beeching and his axe, as Britain’s roads became choked with traffic—perhaps in time many of those railway lines and stations could have become profitable. Certainly old Beeching might have had a change of heart if he’d ever been in a car stuck on the M25 outer London orbital motorway at any time of day.

We need ghosts more than anyone else, maybe. Because we are railway station boys without parents and homes. If we are still here, it is only because we know how to summon ghosts at will.

Whatever its European credentials, Russia is not an Asian power for many reasons. Although 75 percent of its territory is in Asia, only 22 percent of its population lives there. Siberia may be Russia’s “treasure chest,” containing the majority of the mineral wealth, oil, and gas, but it is a harsh land, freezing for months on end, with vast forests (taiga), poor soil for farming, and large stretches of swampland. Only two railway networks run west to east—the Trans-Siberian and the Baikal-Amur Mainline. There are few transport routes leading north to south and so no easy way for Russia to project power southward into modern Mongolia or China: it lacks the manpower and supply lines to do so.

At first glance the Bible appeared to be a collection of unrelated books of history, poetry, rituals, philosophy, biography, and prophecy held together only by a binder’s stitch and glue. But I only had to read Genesis 11 and 12 to realize that seemingly unrelated and different books of the Bible had a clear plot, a thread that tied together all the books, as well as the Old and the New Testaments. Sin had brought a curse upon all the nations of the earth. God called Abraham to follow him because he wanted to bless all the nations of the earth through Abraham’s descendants.6 It didn’t take long to realize that God’s desire to bless human beings begins in the very first chapter of Genesis and culminates in the last chapter of the last book with a grand vision of healing for all nations.7 The implication was obvious: The Bible was claiming that I should read it because it was written to bless my nation and me. The revelation that God wanted to bless my nation of India amazed me. I realized it was a prediction I could test. It would confirm or deny the Bible’s reliability. If the Bible is God’s word, then had he kept this word? Had he blessed “all the nations of the earth”? Had my country been blessed by the children of Abraham? If so, that would be a good reason for me, an Indian, to check out this book. My investigation of whether God had truly blessed India through the Bible yielded incredible discoveries: the university where I was studying, the municipality and democracy I lived in, the High Court behind my house and the legal system it represented, the modern Hindi that I spoke as my mother tongue, the secular newspaper for which I had begun to write, the army cantonment west of the road I lived on, the botanical garden to the east, the public library near our garden, the railway lines that intersected in my city, the medical system I depended on, the Agricultural Institute across town—all of these came to my city because some people took the Bible seriously.

It was long said to be impossible to build a railway through the permafrost, the mountains and the valleys of Tibet. Europe’s best engineers, who had cut through the Alps, said it could not be done. But the Chinese built it. Perhaps only they could have done. The line into the Tibetan capital, Lhasa, was opened in 2006 by the then Chinese President Hu Jintao. Now passenger and goods trains arrive from as far away as Shanghai and Beijing, four times a day, every day. They bring with them many things, such as consumer goods from across China, computers, colour televisions and mobile phones. They bring tourists who support the local economy, they bring modernity to an ancient and impoverished land, a huge improvement in living standards and healthcare, and they bring the potential to carry Tibetan goods out to the wider world. But they have also brought several million Han Chinese settlers.

A student of both the Stoics and Montaigne, the Count’s father believed that our Creator had set aside the morning hours for industry. That is, if a man woke no later than six, engaged in a light repast, and then applied himself without interruption, by the hour of noon he should have accomplished a full day’s labor. Thus, in his father’s view, the toll of twelve was a moment of reckoning. When the noon bell sounded, the diligent man could take pride in having made good use of the morning and sit down to his lunch with a clear conscience. But when it sounded for the frivolous man—the man who had squandered his morning in bed, or on breakfast with three papers, or on idle chatter in the sitting room—he had no choice but to ask for his Lord’s forgiveness. In the afternoon, the Count’s father believed that a man should take care not to live by the watch in his waistcoat—marking the minutes as if the events of one’s life were stations on a railway line. Rather, having been suitably industrious before lunch, he should spend his afternoon in wise liberty. That is, he should walk among the willows, read a timeless text, converse with a friend beneath the pergola, or reflect before the fire—engaging in those endeavors that have no appointed hour, and that dictate their own beginnings and ends. And the second chime?

I was much exercised in my mind how we were to get ballast for the line of the railway.” —John Brunton

If you will take a map of West Virginia , you will see that it is much like the map of any other State. Deep ridges of hills cut across its eastern and southwestern por tions, but aside from these there is little to distinguish it from other maps; the same winding lines indicate rivers, the same dots show where its towns are, the same network of railways connects these dots. One can easily imagine the life that goes on in these towns as being the same that goes on in small towns everywhere. He can imagine people owning their own homes, following a variety of occupations, attending to their own little affairs, and sharing in the town's common activities. He can imagine them acting like the independent citizens of other communities. But he will be mistaken . Nothing of the sort goes on there. In the coal mining fields of West Virginia, comprising parts or all of thirty -six counties, the dots on the map do not stand for towns in the ordinary sense. They do not indicate places where people lead an interrelated, many-sided, and mutually dependent existence. They stand for clusters of houses around a coal mine. They indicate points at which seams of coal have been opened , tipples erected, and coal has been brought forth as fuel. True, people live here, but they live here to work . The communities exist for the coal mines . They are the adjuncts and necessary conveniences of an industry.

Chain letters—yes, the type you still occasionally get via email, or see on social media—have their roots in snail mail, first popularized in the late 1800s. One of the most successful ones, “The Prosperity Club,” originated in Denver in the post-Depression 1930s, and asked people to send a dime to a list of others who were part of the club. Of course, you would add yourself to the list as well. The next set of people would return the favor, sending dimes back, and so on and so forth—with the promise that it would eventually generate $1,562.50. This is about $29,000 in 2019 dollars—not bad! The last line says it all: “Is this worth a dime to you?” It might surprise you that in a world before email, social media, and everything digital, the Prosperity Club chain letter spread incredibly well—so well, in fact, that it reached hundreds of thousands of people within months, within Denver and beyond. There are historical anecdotes of local mail offices being overwhelmed by the sheer volume of letters, and not surprisingly, eventually the US Post Office would make chain letters like Prosperity Club illegal, to stop their spread. It clearly tapped into a Depression zeitgeist of the time, promising “Faith! Hope! Charity!” This is a clever, viral idea (for its time), and I will also argue that this is an analog version of a network effect from the 1800s, just as telephones and railways were, too. How so? First, chain letters are organized as a network, and can be represented by the list of names that are copied and recopied by each participant. These names are likely to be friends, family, and people in the community, furthering the Prosperity Club’s credibility, thereby increasing the engagement level. It follows the classic definition of network effects: the more people who are participating in this chain letter, the better, since you are then more likely to receive dimes. And it even faces the Cold Start Problem: if enough people aren’t already on the list and playing along, then it will fail to grow.

When the world’s first steam-locomotive-powered main-line railway was opened in England in the 1830s, Australia was a series of sparse settlements mostly divided by great distances. The only effective form of long-distance transport was by ship. All inland transport was either by horse, bullock or foot. Between the more closely situated settlements this was perhaps not such a great problem, but it was a serious impediment to the development and prosperity of the Australian colonies. In the latter half of the nineteenth century, this problem was largely resolved by the building of railways.