Railways Track Quotes

I think most serious and omnivorous readers are alike- intense in their dedication to the word, quiet-minded, but relieved and eagerly talkative when they meet other readers and kindred spirits.

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.

This land does not belong to you. It belongs to that ancient shepherd whose ghost is standing next to you, though you refuse to see it. Since you do not know how to share, take your vineyards and your bridges, your paved roads and your railway tracks, your cities and your gardens and give back what remains to its rightful owners".

This high-yield market resembles a nap on a railway track.

Most people on earth are poor. Most places are blighted and nothing will stop the blight getting worse. Travel gives you glimpses of the past and the future, your own and other people’s.

People will tell you, “What’s the use? What’s the point of reading novels and poetry?” They’ll tell you to go to law school or to be an economist or to do something useful. But books are useful. Books will make you thoughtful, and they might even make you happy. They will certainly help you to become more civilized.

During the night two delegates of the railwaymen were arrested. The strikers immediately demanded their release, and as this was not conceded, they decided not to allow trains leave the town. At the station all the strikers with their wives and families sat down on the railway track-a sea of human beings. They were threatened with rifles salvoes. The workers bared their breast and cried, "Shoot!" A salvo was fired into the defenceless seated crowd, and 30 to 40 corpses, among them women and children, remained on the ground. On this becoming known the whole town of Kiev went to strike on the same day. The corpses of the murdered workers were raised on high by the crowd and carried round in mass demonstration.

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.

(This town) doesn't look like anything; it isn't anything. Its five tin-roofed huts cling to the skinny tracks of the Uganda Railway like parasites on a vine.

He woke early the next morning. It was still cool, but he opened the window and, leaning on the ledge, looked down at the river. A ship slid by. Then another. Years later, in exile, he would watch the railway tracks from his hotel and it would sink a well in him, and he would taste the same calm water.

He had a book to finish. Ten-thousand words. The other ninety thousand had been difficult. This last tenth seemed impossible. His plot had become derailed. He was unable to see his way through the smoke and coke dust of a mythical railway track that should stretch ahead. Yes, the characters were there, good and solid. Indeed, the story's engine was strong and had shunted yet forward and forward, with only one or two sharp halts. But six weeks ago he met the bumpers. R. was now stuck in a deserted station, his progress blocked. ("Out Back")

GEOLOGY, n. The science of the earth's crust --to which, doubtless, will be added that of its interior whenever a man shall come up garrulous out of a well. The geological formations of the globe already noted are catalogued thus: The Primary, or lower one, consists of rocks, bones or mired mules, gas-pipes, miners' tools, antique statues minus the nose, Spanish doubloons and ancestors. The Secondary is largely made up of red worms and moles. The Tertiary comprises railway tracks, patent pavements, grass, snakes, mouldy boots, beer bottles, tomato cans, intoxicated citizens, garbage, anarchists, snap-dogs and fools.

I was born in a village in the northeast, and it wasn’t until I was quite big that I saw my first train. I climbed up and down the station bridge, quite unaware that its function was to permit people to cross from one track to another. I was convinced that the bridge had been provided to lend an exotic touch and to make the station premises a place of pleasant diversity, like some foreign playground. I remained under this delusion for quite a long time, and it was for me a very refined amusement indeed to climb up and down the bridge. I thought that it was one of the most elegant services provided by the railways. When later I discovered that the bridge was nothing more than a utilitarian device, I lost all interest in it. Again, when as a child I saw photographs of subway trains in picture books, it never occurred to me that they had been invented out of practical necessity; I could only suppose that riding underground instead of on the surface must be a novel and delightful pastime. I have been sickly ever since I was a child and have frequently been confined to bed. How often as I lay there I used to think what uninspired decorations sheets and pillow cases make. It wasn’t until I was about twenty that I realized that they actually served a practical purpose, and this revelation of human dullness stirred dark depression in me.

What happens when a leader misses his steps on the ladder is what happens when a train misses the rail. Be on track.

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

At that moment I saw you at the end of the platform. You were wearing trousers. On the long platform beside the stranded train, in the vast white diffused late-afternoon light of the rift valley, you looked very small. With your appearance everything changed. Everything from the passage under the railway tracks to the sun setting, from the Arabic numerals on the board which announced the times of the trains, to the gulls perched on a roof, from the invisible stars to the taste of coffee on my palate. The world of circumstance and contingency, into which, long before, I had been born, became like a room. I was home.

. . . in the distance I hear a train rushing over the rails, but we are moving away from this place and all that is has meant to us, and that is all right.

There, on the world's rim, the lovely snail gleam of the railway tracks ran, flinging wild gesticulations of lemon or cherry-colored semaphore to the stars.

There is always doubt. If she turned south when she came to the railway there is no use. She will never be found. I can walk or I can jog or I can sprint or I can just stop in the middle of the tracks and lie down and wait for a train to cut through me; it would make no odds. If she turned south she is lost. But I chose the way north so that is the way I will go.

The greatest tie of all is language . . . Words are the only things that last forever. The most tremendous monuments or prodigies of engineering crumble under the hand of time. The Pyramids moulder, the bridges rust, the canals fill up, grass covers the railway track; but words spoken two or three thousand years ago remain with us now, not as mere relics of the past, but with all their pristine vital force.

The greatest tie of all is language . . . Words are the only things that last forever. The most tremendous monuments or prodigies of engineering crumble under the hand of time. The Pyramids moulder, the bridges rust, the canals fill up, grass covers the railway track; but words spoken two or three thousand years ago remain with us now, not as mere relics of the past, but with all their pristine vital force.’204

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.

LIMITATIONS Limitations are instrumental in bringing forth your expression. If it were not for limitations, there would not be any expression. The limitation of the railway track is instrumental in the expression of the railway journey.

most of the portraits of Niyazov all over Turkmenistan showed him smiling, though he never looked less reliable, or less amused, than when he was smiling. His smile – and this may be true of all political leaders – was his most sinister feature.

Well," Skulduggery said, "purely to get this out of the way, I'll just go ahead and say it. There does not seem to be any sign of a railway track on the carpet or, indeed, a train hiding behind the sofa. And I don't think one could have fitted through the door.

I was drawing near to the curve of the track; already the twelve hooves of those dead horses were visible in the distance, jutting towards the sky like the columns in the cathedral crypt at Stará Boleslav. I thought of Masha, and of how we met for the first time, when I was still with the track superintendent. He gave us two buckets of red paint and told us to paint the fence round the entire state workshops. Masha began by the railway track, just as I did. We stood facing each other with the tall wire fence between us, at our feet we each had a bucket of cinnabar paint, we each had a brush, and we stippled away with our brushes opposite each other and painted that fence, she from her side and I from mine. There were four kilometres altogether of this fence; for five months we stood facing each other like this, and there wasn't anything we didn't say to each other, Masha and I, but always there was this fence between us. After we'd painted two kilometres of it, one day I'd done just as high as Masha's mouth with this red colour, and I told her that I loved her, and she, from her side, had painted just up to there, too, and she said that she loved me, too ... and she looked into my eyes, and, as this was in a ditch and among tall goosefoot plants, I put out my lips, and we kissed through the newly painted fence, and when we opened our eyes she had a sort of tiny red fence-pale striped across her mouth, and so had I, and we burst out laughing, and from that moment on we were happy.

These incidents were all accidental, but in Poland in 2008 a fourteen-year-old boy in Lódz caused several trains to derail when he used the infrared port of a modified TV remote control to hijack the railway’s signaling system and switch the tram tracks. Four trams derailed, and twelve people were injured.

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.

One of the biggest misconceptions remains that Neil Gaiman spent his youth lurching from bedsit to library and back again, subsisting on a diet of blood-temperature baked beans and the wild leeks he managed to pull from the side of a disused railway track. It is a misconception that he nurtures, whether consciously or otherwise, through omission.

Is there anyone who has not felt the magnetic attraction of unseen cities, train whistles, the rhythmic chant of wheels on the railway tracks stretching behind you, where you came from, and before you, where you’re headed—who knows to what chance encounters and fresh hopes? Wonder about faraway places is born in us in childhood; and, with me, it never dimmed.

We need to be raising our children for LIFE. Life is not a small system within 4 walls. Life is vast and wild. And once our children are out of school, that's where life really begins. Too many people are raising their children to conform to systems. And when they start life they will continue to simply conform to whatever system they find themselves inside of. And those are exactly the kinds of people who will never change the world. The only types of people who change this world, are the ones who think on their own, design their own lives, and create their own systems. Everybody else is just there for the train ride. Very few people are designing their own train tracks. Raise railway designers, stop raising commuters.

Filipinos have built many cities, expressways, subways, railways, and airports elsewhere in the world as OFWs. The pandemic gave us the best talent pool one could ever ask for. Build, Build, Build gave OFWs an opportunity to serve their country if they wanted to. Although we couldn’t match the salaries they received abroad, many stayed to ensure that Filipinos would get to use infrastructure that they only saw in photos before. We are on the right track. The Philippines can be a trillion-dollar economy. President Rodrigo Duterte already laid the grounds to make this possible. It will be up to us to make it happen.

55 The expansion of cultures can also be tracked by following the waft of alcohol. Commenting on the settling of the American frontier, Mark Twain famously characterized whiskey as the “earliest pioneer of civilization,” ahead of the railway, newspaper, and missionary.56 By far the most technologically advanced and valuable artifacts found in early European settlements in the New World were copper stills, imported at great cost and worth more than their weight in gold.57 As the writer Michael Pollan has argued, Johnny Appleseed, whom American mythology now portrays as intent on spreading the gift of wholesome, vitamin-filled apples to hungry settlers, was in fact “the American Dionysus,” bringing badly needed alcohol to the frontier. Johnny’s apples, so desperately sought out by American homesteaders, were not meant to be eaten at the table, but rather used to make cider and “applejack” liquor.58

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.

Wessex Heights There are some heights in Wessex, shaped as if by a kindly hand For thinking, dreaming, dying on, and at crises when I stand, Say, on Ingpen Beacon eastward, or on Wylls-Neck westwardly, I seem where I was before my birth, and after death may be. In the lowlands I have no comrade, not even the lone man’s friend – Her who suffereth long and is kind; accepts what he is too weak to mend: Down there they are dubious and askance; there nobody thinks as I, But mind-chains do not clank where one’s next neighbour is the sky. In the towns I am tracked by phantoms having weird detective ways – Shadows of beings who fellowed with myself of earlier days: They hang about at places, and they say harsh heavy things – Men with a frigid sneer, and women with tart disparagings. Down there I seem to be false to myself, my simple self that was, And is not now, and I see him watching, wondering what crass cause Can have merged him into such a strange continuator as this, Who yet has something in common with himself, my chrysalis. I cannot go to the great grey Plain; there’s a figure against the moon, Nobody sees it but I, and it makes my breast beat out of tune; I cannot go to the tall-spired town, being barred by the forms now passed For everybody but me, in whose long vision they stand there fast. There’s a ghost at Yell’ham Bottom chiding loud at the fall of the night, There’s a ghost in Froom-side Vale, thin lipped and vague, in a shroud of white, There is one in the railway-train whenever I do not want it near, I see its profile against the pane, saying what I would not hear. As for one rare fair woman, I am now but a thought of hers, I enter her mind and another thought succeeds me that she prefers; Yet my love for her in its fulness she herself even did not know; Well, time cures hearts of tenderness, and now I can let her go. So I am found on Ingpen Beacon, or on Wylls-Neck to the west, Or else on homely Bulbarrow, or little Pilsdon Crest, Where men have never cared to haunt, nor women have walked with me, And ghosts then keep their distance; and I know some liberty.

There had to be something new, some fresh angle. As the rain pattered down around him, Kapenda thought. What was the weirdest thing he'd seen since this all started? He'd been in the tiny town of Chew Stoke a few weeks earlier, filming the remains of a vehicle that had been washed into a culvert and whose driver had died. In Grovehill, no one had died yet but there were abandoned cars strewn along the streets and surrounding tracks, hulking shapes that the water broke around and flowed over in fractured, churning flurries. That was old. Every television station had those shots. He'd been there the year before when the police had excavated a mud-filled railway tunnel and uncovered the remains of two people who had been crushed in a landslide. What they needed was something like that here, something that showed how weak man's civilized veneer was when set against nature's uncaring ferocity. He needed something that contrasted human frailty and natural strength, something that Dali might have painted - a boat on a roof, or a shark swimming up the main street. He needed that bloody house to collapse. ("Into The Water")

saying this to Patrick, “that he misses me. He was clearly discombobulated when he saw me, and he did see me. I am quite certain he knew it was me. But there was also delight. Before he had a chance to check his emotions, I saw delight.” As she speaks, Grace recognizes she still has loyalty; she still cares. This is her husband of over twenty years. Whatever betrayal has happened, whatever infidelities there have been, he is still her husband. She does not want to see him destroyed. They talk for a long time. About everything. And nothing. Hitting traffic in Stamford, Grace reluctantly says good-bye, turning off the highway and taking the back roads. Through Darien, the pretty water town of Rowayton, through Norwalk, Grace delighting in the gorgeous old homes. When she couldn’t get ahold of her by phone days ago, Grace went back to Anne, who arranged this meeting. Emily didn’t want to talk on the phone, she said, but they could meet; she would tell her everything. Past the churches, under the railway tracks, she turns into the pretty village of Southport and pulls up outside the Driftwood Diner. She knows who Emily must be as soon as she walks in, a pretty woman sitting at a table by herself, her face drawn and tired. “Emily?” She nods as Grace sits, orders a coffee, makes small talk,

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.

Railways, by days and by night. The flowers in the cuttings with their sooty blossoms, the birds on the wires with their sooty voices, they are their friends and long remember them. And we also stand still, with astonished eyes, when-already from the far distant distance- there's the cry of promise. And we stand, with hair streaming, when it's there like thunder and as though it had rolled round heaven knows what worlds. And we're still standing, with sooty cheeks, when-already from the far distant distance-it cries. Cries, far, far away. Cries. Really it was nothing. Or everything. Like us. And they beat, beyond the windows of prisons, sweet dangerous, promising rhythms. You are all ears then, poor prisoner, all hearing, for the clattering, oncoming trains in the night and their cry and their whistle shiver the soft dark of your cell with pain and desire. Or they crash bellowing over the bed, when at night you're harboring fever. And your veins, the moon-blue, vibrate and take up the song, the song of the freight trains: Under way-under way-under way- And your ear's an abyss, that swallows the world. Under way. But ever and again you are spat out at stations, abandoned to farewell and departure. And the stations raise up their pale signboards like brows beside your dark road. And they have names, those furrowed-brown signs, names, which are the world: bed, they mean, hunger and women. Ulla or Carola. And frozen feet and tears. And they mean tobacco, the stations, or lipstick or schnapps. Or God or bread. And the pale brows of the stations, the signboards, have names, that mean: women. You are yourself a railway track, rusty, stained, silver, shiny, beautiful and uncertain. And you are divided into sections and bound between stations. And they have signboards whereon is written women, or murder, or moon. And then that is the world. You are a railway- rumbled over, cried over- you are the track- on you everything happens and makes you rust blind and silver bright. You are human, your brain giraffe-lonely somewhere above on your endless neck. And no one quite knows your heart.

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

The day Hitler died, 10 percent of German railways were operational and the country was at a literal standstill. A year later, in June 1946, 93 percent of all German rail tracks had been re-opened and 800 bridges had been rebuilt. In May 1945 German coal production was barely one-tenth that of 1939; a year later it had quintupled in output. In April 1945 it seemed to Saul K. Padover, an observer with the advancing US Army in western Germany, that it would surely take the flattened city of Aachen 20 years to rebuild. But within a few weeks he was already recording the re-opening of the city’s tyre and textile factories and the beginnings of economic life.

Whenever we describe the genome we talk about it in very two-dimensional terms, almost like a railway track. Peter Fraser’s laboratory at the Babraham Institute outside Cambridge has published some extraordinary work showing it’s probably nothing like this at all. He works on the genes that code for the proteins required to make haemoglobin, the pigment in red blood cells that carries oxygen all around the body. There are a number of different proteins needed to create the final pigment, and they lie on different chromosomes. Doctor Fraser has shown that in cells that produce large amounts of haemoglobin, these chromosome regions become floppy and loop out like tentacles sticking out of the body of an octopus. These floppy regions mingle together in a small area of the cell nucleus, waving about until they can find each other. By doing this, there is an increased chance that all the proteins needed to create the functional haemoglobin pigment will be expressed together at the same time2

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

(...) he loved when water dried on his face, when his eyelashes matted with water and dried off swiftly in the sun. So we'd do our daytrips, and Saturdays amd Sundays go swimming. During wuring weekdays (...) we went to Vltava, down to Maniny there, to its riverside, where poplars rose along the river, where the railway tracks passed and where the sun shone so sweetly in the afternoon. That's where I was at my happiest.

For many country folk, the railway was Paris. Its gleaming tracks brought tales of success, prosperity and realised dreams to the provinces, qualities with which the capital was increasingly seen as synonymous. For a countrywoman like Madeleine, short on money and luck, overworked, and whose future appeared only to offer more of the same, those dazzling steel tracks represented a chance. All at once, resignation turned to hope. Suddenly, Madeleine could see clearly. If she stayed in Bessines, her future was mapped out – and it was bleak. But if she boarded the train to Paris, anything was possible – perhaps even happiness. Jeanne and Widow Guimbaud were horrified when, not five years after Marie-Clémentine’s birth, Madeleine announced that her mind was made up: she was going to start a new life in Paris.

And what exactly are you implying, Baron Flynt?” Baron Ralish scoffed. I glanced at Cayla as I realized I was potentially about to overstep my bounds, but the princess smirked, and my other women grinned like they were definitely hoping I’d continue. So, I did. “I’m implying only one man in this nation could bring that railway into creation,” I told the man bluntly, “and the same man is more than willing to see the railway that runs near your lands no longer does so. If your greed threatens the agreement reached between Illaria and Orebane--an agreement achieved only due to mine and the mages’ direct efforts--then I see no reason to abide by the bullshit of a guy who sits back and lets others do the work for him. Frankly, I’d like to see you lay all that track, you spineless piece of--” “Baron Flynt,” Ralish growled, “our Royal Highness would never permit such blatant discrimination--” “Oh, fuck you,” I finally snorted, and a few nobles gasped in shock while others tried their best to stifle their amusement, but I could still hear Aurora burst out laughing above it all. “You’re discriminating against the dwarves and everyone below your station right now, and don’t think I’m not aware that selling your oats at a quarter the price in Serin is what put you in this position to begin with. I may be new around here, but I’m not an idiot, and if all you have to offer is your fucking oats, then there’s gotta be ten other barons here who could knock you right out of the market easily.” “Thirteen,” Lord Allen called out, and the men beside him chuckled.

You can only appreciate the engineering feat of the Trans-Siberian railway by travelling along it in winter. They might as well have laid tracks across Antarctica.

If a train is large and comfortable you don’t even need a destination; a corner seat is enough, and you can be one of those travelers who stay in motion, straddling the tracks, and never arrive or feel they ought to.

And why was I still here? I felt I was killing time, especially in Russia, which, in spite of all the talk of change and reform, seemed exactly the same place as it had ever been: a pretentious empire with a cruel government that was helpless without secret police.

Some have speculated that had he succeeded, the road, not the railway, might have remained the conventional way to travel, that the runaway expansion of the railway might never have taken place. In a book called The Suppression of the Automobile: Skulduggery at the Crossroads, David Beasley argues that road transport was more potentially profitable, and failed only because powerful political interests were determined to stop it. ‘If the steam carriage proponents in Parliament had forged a lasting alliance between the radical Whigs and Conservatives,’ he says, ‘the railways would have been stopped in their tracks.

One of the main reasons why Auschwitz had been chosen as the site for a large camp was good railway connections, and sprawling tracks and roads spread out in different directions. The road from the station forked in two – one way to the men’s camp at Auschwitz, and the other to the women’s camp at Birkenau.

Griphook held the door open for them. Harry, who had expected more marble, was surprised. They were in a narrow stone passageway lit with flaming torches. It sloped steeply downwards and there were little railway tracks on the floor. Griphook whistled and a small cart came hurtling up the tracks towards them. They climbed in – Hagrid with some difficulty – and were off. At first they just hurtled through a maze of twisting passages. Harry tried to remember, left, right, right, left, middle fork, right, left, but it was impossible. The rattling cart seemed to know its own way, because Griphook wasn’t steering. Harry’s eyes stung as the cold air rushed past them, but he kept them wide open. Once, he thought he saw a burst of fire at the end of a passage and twisted around to see if it was a dragon, but too late – they plunged even deeper, passing an underground lake where huge stalactites and stalagmites grew from the ceiling and floor. ‘I never know,’ Harry called to Hagrid over the noise of the cart, ‘what’s the difference between a stalagmite and a stalactite?’ ‘Stalagmite’s got an “m” in it,’ said Hagrid. ‘An’ don’ ask me questions just now, I think I’m gonna be sick.’ He did look very green and when the cart stopped at last beside a small door in the passage wall, Hagrid got out and had to lean against the wall to stop his knees trembling.

Small wayside stations have always fascinated me. Manned sometimes by just one or two railway employees, and often situated in the middle of a damp subtropical forest, or clinging to the mountainside on the way to Simla or Darjeeling, these little stations are, for me, outposts of romance, lonely symbols of the pioneering spirit that led men to lay tracks into the remote corners of the earth.

had been ripped from her father’s Torah, but also from Torat Ha-Adam, the Nachmanides volume. Both had been utterly destroyed. Intact on the floor, unmolested, she found Historia Calamitatum, the only book not in the divine language from which the entire cosmos was created. Holding the Historia and the valise, she began to leave the room, but her composure failed and she broke into a run, tore down the two remaining flights of stairs and out into the U-shaped courtyard. What she saw stopped her. The nearest part of the quadrangle was vacant, but at its far end a throng of inmates was clustered inside the recently erected funnel of barbed wire. The limit of the courtyard was defined by the platform at the terminal point of the railway track. Rachel ran toward the crowd of prisoners, but as she approached, she saw smaller knots of soldiers, and stopped. To one side, they wore the brown uniforms of the Gendarmerie, and to the other, the gray-green of

If things just keep going along as smoothly as if we're on a railway track, reassured by the regularity and predictability of that clickety-clack, clickety clack, why would we bother with introspection about the meaning and purpose of it all, let alone the direction we're taking? p37

Three Chinese laborers died for every two miles of track built to make Manifest Destiny a reality, but when the celebratory photo of the Golden Spike was taken, not a single Chinese man was welcome to pose with the other—white—railway workers.

Alternatively, the railway could be split vertically, so that the State owned the track, some companies owned the stations, and others the trains. This could be called the Complete Horlicks option.

Why was it that people always got involved in one’s life? If only one could manage things on the principle of the railways! Parallel tracks⁠—that was the thing. For a few miles you’d be running at the same speed. There’d be delightful conversation out of the windows; you’d exchange the omelette in your restaurant car for the vol-au-vent in theirs. And when you’d said all there was to say, you’d put on a little more steam, wave your hand, blow a kiss and away you’d go, forging ahead along the smooth, polished rails. But instead of that, there were these dreadful accidents; the points were wrongly set, the trains came crashing together; or people jumped on as you were passing through the stations and made a nuisance of themselves and wouldn’t allow themselves to be turned off.

The Item Number had never given him a choice—not at the railway tracks, nor in his bed. He wasn’t a monster like her. He let women choose.

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,

We drive our cars because they make us free. With cars we need not wait in airline terminals, or travel only where the railway tracks go. Governments detest our cars: they give us too much freedom. How do you control people who can climb into a car at any hour of the day or night and drive to who knows where?

Alexander II was known as the “Tsar-Liberator,” yet his murder became the preeminent objective of Russian revolutionaries. The assassins went to extraordinary lengths. Once, near Moscow, they purchased a building near the railway track and tunneled a gallery from the building under the track, where they planted a huge mine. The Tsar was saved when his train left Moscow in a different direction.

However, the poignant truth that eventually reveals itself is that the remarkable individual you met at a crucial juncture of life, the one who set your heart ablaze, was no different from any other stranger you might have encountered on a bustling railway platform. He too, was waiting for a train, but a train that followed a different track. It would be unfair to expect him to forsake his journey to accompany you, just as it would be unwise for you to halt your journey in pursuit of him. Let him go his way, gracefully.

Tracks! Tracks! It seemed to the visionaries who wrote for the popular magazines that the future lay at the end of parallel rails. There were longdistance locomotive railroads and interurban electric railroads and street railways and elevated railroads, all laying their steel stripes on the land, crisscrossing like the texture of an indefatigable civilization. And in Boston and New York there were even railroads under the streets, new rapid-transit subway systems transporting thousands of people every day. In

Every few years, a teacher from Monroe Colored High loaded a band of students onto the flat bed of a pickup truck and rattled across the Missouri Pacific Railway tracks. They passed the rich people’s porticos and pulled up to the back entrance of the white high school in town. The boys jumped out and began stacking the truck bed with the books the white school was throwing away. That is how Monroe Colored High School got its books. The boys loaded the truck with old geography and English texts, some without covers and with pages torn out and love notes scrawled in the margins, and headed back to their side of town. By the time he was old enough to understand where the books came from, Pershing was fast putting together the pieces of the world he lived in. He knew there was a dividing line, but it was hitting him in the face now. He was showing a talent for science and was getting to the point that he needed reference books to do his lesson. But it was against the law for colored people to go to the public library. “And the library at the Colored High School did not live up to its name,” he said years later. He was in the eighth grade when word filtered to his side of the tracks that Monroe was getting a new high school. It wouldn’t replace the old building that Monroe Colored High was in. It was for the white students, who already had a big school. It would be called Neville High. The colored people could see it going up when they ventured to the other side of the tracks. It rose up like a castle, four stories of brick and concrete with separate wings and a central tower, looking as if it belonged at Princeton or Yale. It opened in 1931 on twenty-two acres of land. The city fathers made a fuss over the state-of-the-art laboratories for physics and chemistry, the 2,200-seat balconied auditorium, the expanded library, and the fact it was costing $664,000 to build. As the new high school took shape across town, Pershing watched his father rise in the black of morning to milk the cows and walk the mile and a half to open his building the size of a grade school. His father, his mother, and the other teachers at Monroe Colored High School were working long hours with hand-me-down supplies for a fraction of the pay their white counterparts were getting. In Louisiana in the 1930s, white teachers and principals were making an average salary of $1,165 a year. Colored teachers and principals were making $499 a year, forty-three percent of what the white ones were.

If a train is large and comfortable you don’t even need a destination; a corner seat is enough, and you can be one of those travelers who stay in motion, straddling the tracks, and never arrive or feel they ought to

Ah, but it is hard to find this track of the divine in the midst of this life we lead, in this besotted humdrum age of spiritual blindness, with its architecture, its business, its politics, its men! How could I fail to be a lone wolf, and an uncouth hermit, as I did not share one of its aims nor understand one of its pleasures? I cannot remain for long in either theater or picture-house. I can scarcely read a paper, seldom a modern book. I cannot understand what pleasures and joys they are that drive people to the overcrowded railways and hotels, into the packed cafés with the suffocating and oppressive music, to the Bars and variety entertainments, to World Exhibitions, to the Corsos. I cannot understand nor share these joys, though they are within my reach, for which thousands of others strive. On the other hand, what happens to me in my rare hours of joy, what for me is bliss and life and ecstasy and exaltation, the world in general seeks at most in imagination; in life it finds it absurd. And in fact, if the world is right, if this music of the cafés, these mass enjoyments and these Americanised men who are pleased with so little are right, then I am wrong, I am crazy. I am in truth the Steppenwolf that I often call myself; that beast astray who finds neither home nor joy nor nourishment in a world that is strange and incomprehensible to him.

Perhaps coming up with a theory of information and its processing is a bit like building a transcontinental railway. You can start in the east, trying to understand how agents can process anything, and head west. Or you can start in the west, with trying to understand what information is, and then head east. One hopes that these tracks will meet.

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.

LIMITATION Limitation are instrumental in bringing forth your expression. if it were not for limitations, there would not be any expression. The limitation of the railway track is instrumental in the expression of the railway journey.

Fundamentals of Esperanto The grammatical rules of this language can be learned in one sitting. Nouns have no gender & end in -o; the plural terminates in -oj & the accusative, -on Amiko, friend; amikoj, friends; amikon & amikojn, accusative friend & friends. Ma amiko is my friend. A new book appears in Esperanto every week. Radio stations in Europe, the United States, China, Russia & Brazil broadcast in Esperanto, as does Vatican Radio. In 1959, UNESCO declared the International Federation of Esperanto Speakers to be in accord with its mission & granted this body consultative status. The youth branch of the International Federation of Esperanto Speakers, UTA, has offices in 80 different countries & organizes social events where young people curious about the movement may dance to recordings by Esperanto artists, enjoy complimentary soft drinks & take home Esperanto versions of major literary works including the Old Testament & A Midsummer Night’s Dream. William Shatner’s first feature-length vehicle was a horror film shot entirely in Esperanto. Esperanto is among the languages currently sailing into deep space on board the Voyager spacecraft. - Esperanto is an artificial language constructed in 1887 by L. L. Zamenhof, a polish oculist. following a somewhat difficult period in my life. It was twilight & snowing on the railway platform just outside Warsaw where I had missed my connection. A man in a crumpled track suit & dark glasses pushed a cart piled high with ripped & weathered volumes— sex manuals, detective stories, yellowing musical scores & outdated physics textbooks, old copies of Life, new smut, an atlas translated, a grammar, The Mirror, Soviet-bloc comics, a guide to the rivers & mountains, thesauri, inscrutable musical scores & mimeographed physics books, defective stories, obsolete sex manuals— one of which caught my notice (Dr. Esperanto since I had time, I traded my used Leaves of Grass for a copy. I’m afraid I will never be lonely enough. There’s a man from Quebec in my head, a friend to the purple martins. Purple martins are the Cadillac of swallows. All purple martins are dying or dead. Brainscans of grown purple martins suggest these creatures feel the same levels of doubt & bliss as an eight-year-old girl in captivity. While driving home from the brewery one night this man from Quebec heard a radio program about purple martins & the next day he set out to build them a house in his own back yard. I’ve never built anything, let alone a house, not to mention a home for somebody else. Never put in aluminum floors to smooth over the waiting. Never piped sugar water through colored tubes to each empty nest lined with newspaper shredded with strong, tired hands. Never dismantled the entire affair & put it back together again. Still no swallows. I never installed the big light that stays on through the night to keep owls away. Never installed lesser lights, never rested on Sunday with a beer on the deck surveying what I had done & what yet remained to be done, listening to Styx while the neighbor kids ran through my sprinklers. I have never collapsed in abandon. Never prayed. But enough about the purple martins. Every line of the work is a first & a last line & this is the spring of its action. Of course, there’s a journey & inside that journey, an implicit voyage through the underworld. There’s a bridge made of boats; a carp stuffed with flowers; a comic dispute among sweetmeat vendors; a digression on shadows; That’s how we finally learn who the hero was all along. Weary & old, he sits on a rock & watches his friends fly by one by one out of the song, then turns back to the journey they all began long ago, keeping the river to his right.

Howie held up the cup. ‘It’s a first-class cuppa.’ He downed the rest of the tasteless drink and made an exaggerated ‘Ahh’ noise. ‘I knew you’d like it. I make the tea myself – from nettles. They grow by the fence at the side of the railway tracks. The neighbours won’t touch the stuff – they say you can taste the dog pee on it. But it don’t bother me. Nature is nature.

What is it about train travel that makes it such a suitable background for a mystery? Part of the answer surely lies in the enclosed nature of life on board a train—the restrictions of space make for a wonderfully atmospheric environment in which tensions can rise rapidly between a small ‘closed circle’ of murder suspects or characters engaged (as in the enjoyable old film Sleeping Car to Trieste) in a deadly game of cat and mouse. Similarly, a train journey may provide a mobile equivalent of the ‘locked room’ scenario beloved of crime writers and readers alike, as several clever stories in this anthology demonstrate.

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.

Despite only having a population of around 5000, Interlaken has two stations, West and Ost, at opposite ends of the long main street. They are direct descendants of two Bödelibahn stations, relics of long-forgotten planning that survived because of another oddity: a railway that crosses the River Aare twice between the two stations for no geographical reason. The line could easily run along the south bank without any hindrance, but the planners were sneaky; they could envisage a time when the Aare might be widened in order to create a navigable canal between the two lakes. That would put the steamers in direct competition with their trains, and tourists could simply sail past Interlaken altogether. So they purposefully diverted the new line across the Aare and back again, a double crossing that stopped any such canal plans in their tracks.

A system to prevent the soiling of railway tracks by Madhav Pathak of Jabalpur, Madhya Pradesh; Herbal pesticide tablets to be used in the storage of foodgrains by Priyanka Guleria of Sionty village, Punjab; Low-calorie biscuits made from banana peels by Rucha Joshi of Nanded, Maharashtra; A toy laser with educational applications by Sudhanwa Hukkeri of Belgaum, Karnataka; A software program for embedding text through audio signals by Kyan Pardiwalla of Mumbai, Maharashtra; An optically controlled wheelchair by S. Harish Chandra of Chennai, Tamil Nadu.