Value-Added － 增值型

Value-added型工作的重要性对于每一个人都是非常重要的。DLL在她的自传体小说中提到：

她是少壮实力派，只愿意做VALUE-ADDED的工作，这样吃力不讨好的活她坚决要踢出去，……

对于一个团队来说有很多工作需要完成，有一些是核心业务，具有高附加值，而有一些则是外围的，支援类的业务，这些业务很多时候是必须完成的（对团队，老板来说），但是它们附加值低，有一些甚至不被作为业绩评估的项目。对个人来说后一类的项目应该尽可能甚至坚决避免。每个人的精力都是有限的，把有限的精力都入到最增值的工作中，这样可以事半功倍，并获得最小的投入产出比。要做到此点，需要：

1. 首先分析自己可能要处理的各种业务，从中找出高附加值的项目，备案；
2. 在分配业务时，必须坚决避免无附加值项目，实在无法避免时优先选择用时最少的低附加值项目；
3. 坚决抵制“能者多劳”，不要被花言巧语哄骗；
4. 要有清醒的认识：低附加值项目不但不能冲抵高附加值项目，还会占用宝贵的精力和时间。不要因为一个低附加值项目少用脑就偷懒选择它，高附加值项目是必须做的，这与你是否完成，完成了多少的附加值项目没有关系！

目标：在最短的时间内，完成最增值的工作

High and Mighty

HOWEVER questionable the political logic behind China’s new railway linking the city of Golmud in Qinghai province with Lhasa, the capital of Tibet, the practical achievement is a formidable one. Built at a cost of around $4.2 billion, and opened for passenger service this week, the railway runs for 1,140 km at an average elevation of 4,000 metres—the highest railway in the world, and one of the most difficult to build, requiring long sections of elevated tracks over unstable permafrost, and scores of bridges and tunnels.

As a prestige project for China’s ruling Communist Party, the railway compares with the Three Gorges Dam on the Yangzi, and with the national space programme. It is meant to boost tourism and trade in the region, and to help with mining of Tibet’s rich deposits of coal, copper, gold and zinc. Those things should make Tibet less reliant on aid from the central government, a mainstay of the local economy ever since the Chinese army asserted central control over Tibet in the 1950s.

All this assumes the line can be kept in good shape. It crosses an active seismic zone, and long sections are built on or above frozen ground saturated with water that can rise or fall by metres as the temperature changes. Experts foresee the need for a big overhaul within as little as ten years. At the very least, maintenance will be difficult and expensive.

China sees the railway as a first step towards expanded trade links with the South Asian subcontinent. On July 6th China and India will re-open the Nathu La pass, resuming border trade between southern Tibet and India’s north-eastern state of Sikkim for the first time in 40 years. There is even talk, speculative for the moment, of integrating road and rail networks to allow Chinese goods to travel via Tibet to bigger markets in Bangladesh and in the Indian state of West Bengal.

Even as the Chinese government touts the railway as a successful development project, international activists and Tibetans-in-exile are critical. If trade and tourism take off, they argue, most of the benefits will accrue to Lhasa’s rapidly expanding population of Han Chinese, who control most of the tourist industry as well as most trade between Tibet and the rest of China. Most of the construction companies benefiting from the railway are from eastern China, and the same is likely to be true for mining companies now hoping to use the railway to facilitate their operations in the region. The railway also seems sure to accelerate Han migration to Tibet, which could further stir resentment among the Tibetan population.