一場電影下來，兩個人已經感覺不再有禁忌了，迴工地的路上，胡奎朔的手一直沒離開過虞天月的腰過，他有意無意地觸碰著虞天月的臀部，摸著它，感覺今天是他最幸福的日子，他終於征服了眼前的心上人了。而虞天月也似乎很享受這份溫存，她有點小鳥依人般緊貼著胡奎朔的胸口一起慢慢走著。
月兒似乎很知趣，本來用它那半睜半閉的眼睛偷窺著這世界的。現在這個時候居然也躲到雲層後麵，不再去看這對青年人心底燃起的狂熱和躁動了。
大街上除了昏昏欲睡的路燈無力地張望著，人也少了許多，整條街都留給了他們，今天的天氣真好，不冷不熱，適合戀愛的日子。胡奎朔聞到了虞天月那散發出來的女人的體香，虞天月也感受到了胡奎朔那男人味的煙味，他們摟得更緊了，生怕在這黑夜裏，會有人從身邊把他（她）拉走了。
在路過一個公園的時候，胡奎朔摟著虞天月一起走入了那無人行走的小道。，覺得那裏有更適合浪漫的地方。雖然沒有了路燈，兩邊密林叢生，但更讓胡奎朔感覺安全，這裏更適合他和虞天月享受這愛情的甜蜜了。虞天月此時已經完全像一隻聽話的羔羊，任由胡奎朔牽引著，她更不想失去這種開心和快活。
兩個人就這樣牽絆著走著，胡奎朔終於控製不住地將虞天月整個人摟在了懷裏，將兩片厚厚的嘴唇印在了虞天月的嘴唇上。虞天月趁勢也摟緊了胡奎朔，很配合地將舌頭伸到了胡奎朔的嘴裏，任由它們纏綿在一起了，他們都癱軟到了地上，親吻著，摟抱著。胡奎朔抱著虞天月趁勢滾到了邊上的樹叢裏，一起瘋狂著。
這一晚他們很晚迴到工地上，但他們得到了人世間最大的快樂，虞天月現在開始已經不再厭倦這討厭的工地了，反而覺得自己找到了真正的幸福，她倒希望這工地的活能幹一輩子了。現在隻要有機會，胡奎朔都會帶她晚上出去了，吃飯看電影那些都不是事，更重要的是兩個人能一起花前月下的了，虞天月已徹底地成了胡奎朔的人了。
今年這個暑假放假前的一天，孫榮然正在整理課桌上的書本準備迴宿舍的時候，魯雋見教室裏的人走的隻剩下榮然一個人了，便悄悄地走到孫榮然的身後靜靜地看著他的一舉一動。
孫榮然將課桌上的書本都收拾好準備走的時候，一轉身差點撞上魯雋，被她嚇了一大跳。
“魯雋，你啥時候站在我身後的，也不叫我一聲的，可被你嚇得不輕。”孫榮然有點埋怨似的說道。
魯雋依舊一副微笑地臉孔看著孫榮然那種驚怕的神情，柔聲道：“問你了，一點都不在乎旁邊的人的。我在你身後站了好久了，一直看著你把東西整理好的。”
孫榮然有點不好意思地說道：“魯雋，怪我自己沒留意，你找我有事嗎？”
魯雋從袋裏掏出一張紙條：“馬上就要放假了，怕是又要兩個月不能見麵了，我把我家的地址給你，你到時可以寫信給我，好嗎？”
孫榮然沒想到魯雋會把她家的地址給他，他有點激動地接過那紙條，連聲應道：“嗯，魯雋，我會的，我把我家的地址也寫給你吧，我怕我暑假裏事多，忘了寫，你也可以寫信給我的。”
孫榮然手忙腳亂地拿出紙筆把自己家的地址寫好給了魯雋。
魯雋接過地址，便衝孫榮然一笑：“你這人真是傻乎乎的。”說完便一轉身趕緊跑走了。
孫榮然怔怔地站在那裏，不知道魯雋怎麽會說他傻乎乎的。
他和湯慧雅之間的信依然是每周一封的，好多次孫榮然有點想給她表白的衝動，但他還是忍住了，他感覺隻有等畢業了，家裏條件改善了，他才有資格去向人家表白的，他不能牽累人家的。所以每次給湯慧雅的信依然是不痛不癢的幾句近況的匯報和對湯慧雅的一些言語安慰的。
這個暑假孫榮然依然和以前一樣，除了替父親去噴塑廠幹一段時間，就是自家地裏去勞作的，現在的農活相比前幾年，已經少了許多的了，孫榮然有時間去多看點書了。
很快他收到了魯雋寫來的第一封信，她在信中問孫榮然暑假在幹些什麽，並告訴孫榮然，她這個暑假在上日語培訓班，因為姐姐魯蔚在日本留學，她爸爸也想安排她去日本留學，因為杭大和日本靜岡有交流生，她或許下學期不來學校上課了，要去上幾個月的日語加強班，等語言關過了後，明年可能就要去日本靜岡大學留學的。所以這段時間隻能和孫榮然書信聯係的。
孫榮然心裏很替魯雋高興的，但又有種莫名的傷感，兩個人也許就這樣永遠分開了，人生的確有時分合不能自主的。他雖然傷感，但還是明白自己的位置的，隻是在信中有點難以啟齒和魯雋說自己的這種生活的。再迴頭一想自己本就是農家出身的，魯雋也是知道的，何必假裝自己很富貴氣的呢，還不如把田間的一些趣事寫給她看看，或許她也有興趣聽一種完全不一樣的生活呢。
於是孫榮然在信裏寫了許多田間的勞作生活，包括雙搶這些的勞動的，寫了自己希望魯雋能抓住機會的，過了語言關順利出國留學的。
就這樣，書信在孫榮然和魯雋間來往，在孫榮然和湯慧雅間來往，這個暑假似乎很短了，很快就到了新學期開學的日子了。孫榮然雖然知道魯雋這個學期是不會再來學校上課的了，他好希望還是能見到她的身影的。
當然這是不可能的，但魯雋的信卻是即時到了學校裏了，她講了她現在日語學習的近況，並問了孫榮然現在學校的一些課程，她希望孫榮然能安心於英語專業的學習的，雖然喜歡文學寫作這些的，但不能荒廢了自己這個專業的，千萬別掛科的，既然選擇了這路就一定要堅持的。
孫榮然迴信告訴她學校的一些情況，感謝她對自己的關心，他會記住她跟他說的這些話的，自然會好好學習的，也希望魯雋能夠順利成功的。
兩個人就這樣書信來往地相互關心和鼓勵著。
下半年湯慧雅的來信在逐漸減少，孫榮然也沒有在意，他依然還是和以前一樣給她每信必迴的，但湯慧雅突然在一封信中告訴孫榮然自己的父母親給她物色了一個男朋友，說這個男朋友家境很好，父親是當官的，他本人也是在郵電器材廠跑業務的，經濟條件很是優越的，問孫榮然她該怎麽辦。
孫榮然心裏泛起一種酸楚，他知道他是不可能和人家匹敵的，更何況那男的肯定是入了湯慧雅父母的法眼的了，哪怕他現在戳破這層紙，現身在湯慧雅家中也入不了湯慧雅父母的法眼的。更何況自己的學業還沒完成的，也不可能去談這事的，若去談了，豈不讓現在的同學們笑話了。唉，不屬於自己的終究不是自己的，也許這就是天意的。
他在心裏糾結了一番後，便給湯慧雅迴信表示這是好事的，要相信父母的眼睛的，也是緣分天定的，祝願她能找到自己的人生伴侶的。迴信很短，孫榮然想不出能再說些什麽了，他也不想表達心中的那種失落和遺憾的。
這封信之後，整整好幾個月不再收到湯慧雅的信了，日子似乎少了一點什麽，但孫榮然一直在心裏提醒自己：你沒資格！你沒資格！心裏才好過一點，好在魯雋還常給他來信問這問那的，孫榮然情感的轉移還是快的。
隻是隔了幾個月孫榮然收到了湯慧雅的最後一封信告訴他，她準備和那個男人結婚了。至此，孫榮然便和湯慧雅斷了書信來往。
天氣和孫榮然的心一樣，幾次冷空氣來過之後，一天比一天冷的，真正的冬天來臨了。樹上隻剩下光禿禿的枝幹了，隻有幾隻鳥兒停留在樹枝上打著盹，似乎也在感歎這本可遮風擋雨的樹葉怎麽一下子就沒了呢。
天灰蒙蒙的，似乎蒙了一層紗或是哪個偷懶的沒把天空之鏡認真擦亮的。這種天讓人心裏更感到壓抑，再加上那份透骨的冷讓人站也不是，坐也不是，手是不敢伸出來的，連脖子都比平時似乎縮短了許多。
孫榮然似乎也別無有興致去的地方了，隻有學校圖書館那的閱覽室尚能覓得一些溫度的，於是他便獨自拿著自己的《advanced english》課本去閱覽室坐了下來慢慢啃著了。孫榮然整個人都投入在了andrew neil寫的britannia rues the waves中了。
britain\\u0027s merchant navy seldom grabs the headlines these days; it is almost a forgotten industry. yet shipping is the essential lifeline for the nation\\u0027s economy. ny-nine percent of our trade in and out of the country goes by ship—and over half of it in british ships. shipping is also a significant british sess story. it earns over ￡1000 million a year in foreign exchange earnings: without our merchant fleet, the bnce of payments would be permanently in deficit, despite north sea oil. but ,today this vital british industry is more in peril than ever before. on almost all the major sea routes of the world, the british fleet risks being elbowed out by stiff foreign petition. the threat es from two main directions: from the russians and the eastern bloc countries who are now in the middle of a massive expansion of their merchant navies, and carving their way into the international shipping trade by severely undercutting western shipping paines; and from the merchant fleets of the developing nations, who are bent on taking over the lion\\u0027s share of the trade between europe and africa, asia and the far east-- routes in which britain has a bib stake. today, the british fleet no longer dominates the high seas: our share of the world\\u0027s merchant fleet has fallen from 40 per cent to around eight per cent. but, in terms of tonnage, the british merchant navy has continued to expand, it can now carry over two-thirds more than it could in 1914, and, almost alone among our traditional industries, shipping has remained a major sess story. unlike the rest of british industry, ship-owners invested big. in the early 1960s, the shipping panies cashed in on government grants and tax concessions. between 1966 and 1976, british shipping lines invested at a rate of over ￡1 million a day. by the early 1970s, it seemed that, some-where in the world, a new british ship was beingunched every week. the result is that britain has a very modern fleet: the average age of our merchant ships is only six years, and over half the fleet is under five years old. for some time now, british shipping managers have stayed ahead of the petition by investing in the most sophisticated ships. the other major factor which has yed a key role in the dominance of the british merchant navy is an institution invented by the british well over 100 years ago: the ‘conference\\u0027. in the middle of the 19th century, petition between sailing-ships and steam-ships became out-throat, and price cutting ruined many long-established panies. so the ship owners got together to establish a more settled system, and they set up a system of price fixing. in other words, every possible type of cargo had a price, which all owners agreed to charge. it was, in fact, a cartel, though the british ship owners gave it the more dignified name of a’ conference\\u0027. the system has certainly stood the test of time. today, there are about 300 conferences governing the trade-routes of the world, and the british still y a major role. by reducing petition, shipping conferences have taken some of the risk out of the dodgy business of moving goods by sea. they make it harder, perhaps, to make a big killing in good times, because you have to share the trade with other conference members. but they make it easier to weather the bad times, because there is no mad, petitive scramble for the avable trade. by the early 1970s, bad times were just around the corner. the world shipbuilding boom reached its peak in 1973,but that was the year of the arab-lsraeli war, which was followed rapidly by the quadrupling of oil prices. by 1974, the industrialised world had begun its slide into the worst depression since the 1980s, and the shipping industry had entered its long years of crisis. the first to be affected were the oil-tanker fleets. as oil demand was cut back, charter rates plummeted, and the estuaries of the world became jammed with the steadily increasing numbers of moth-ball tankers. norway and greece suffered most. british ship owners had not bee so involved in the tanker boom in the first ce, so they were not so badly affected. by 1976, the slump had begun to bite into the bulk-carrier trade. bulk carriers are ships that carry dry cargo of one particr kind, such as sugar, coal or wheat, with iron ore being by far the most important. but with the world steel industry deep in the doldrums, who needed iron ore carriers? with its big bulk-carrier fleet, the british shipping industry now began to feel the pinch. even though the slump spread fast into most shipping sectors, the british fleet was still a long way from bankruptcy. the one area which has weathered the economic storms best is that controlled by the conferences: the scheduled freight-liner services -- and that is where britain\\u0027s fleet is strongly entrenched. liner-freight vessels offer people who want to send goods by sea a regr, scheduled shipping service; they follow agreed routes, or ‘lines\\u0027, and call at ports on a greed dates. for example, if i want to send a shipment of spare tractor parts from taiwan to bangkok, all i have to do is contact the far east freight conference, and that will be able to tell me when the next liner ship will be calling at taiwan, the exact date on which it will get to bangkok, and the going freight rate. it is an ideal ‘parcel\\u0027 service for people with cargoes that are not big enough to make it worth chartering a whole ship. it is also a plus for the ship owners not to be dependent on only one customer. liner ships carry all sorts of different cargoes -- mainly finished manufactured goods -- so, if there is a slump in one particr industry, provided there is still buoyancy in other industries, the liner fleets can still survive. that gives them a distinct advantage over oil tankers or bulk carriers, because thetter are dependent on one or two basic raw materials. that is why britain has remained rtively strong. much of britain\\u0027s liner fleet rarely sees a british port. our ships are extensive cross-traders; that is, they carry goods between foreign countries. british panies are big, for example, on the japan-to-australia run, and on the growing trade routes between the far east and the middle east, around the persian gulf. until recently, those routes were highly profitable for the british panies, and a major source of foreign currency for britain. they are also the routes on which the third world and the russians are out to make the biggest inroads. most emerging countries in the third world are out to carry a bigger share of their trade in their own ships. developing countries regard a merchant navy as something of a status symbol -- the next thing to go for after a national airline. singapore has expanded their fleet by 6 000 percent in thest 15 years, india by 400 percent. the challenge from the third world has always been foreseen by our shipping panies. p \\u0026 o, for example, while still out to increase the total freight it carries, is nning for a gradual reduction in its percentage share of the trade with the new shipping powers of the third world. but p \\u0026 o has no intention of throwing in the towel. the key tactic behind its strategy of holding on to the richest slice of the trade has been to move up-market -- to go where the third world cannot follow: into high-technology investment. containers, for example, were an american invention, but it was british ship owners who put up the money to pioneer the international deep-sea container service. containers save time, because the loading is done in the factory or warehouse, rather than on the dockside, and they are very secure against theft; except for a code number on the outside, there is no indication of what is inside the box. to cash in on the container revolution, you need a sophisticated system of roads and railways, something that most third world countries do not have: and container ships are expensive, around ￡50 million each. p \\u0026 o\\u0027s high-technology, high-investment strategy,however, is far from being the whole answer to the third world threat. the developing countries are not out to pete with western fleets by mercial means; they want to impose a set of rules which will guarantee them a major slice of the shipping trade. this demand has found official expression in the united nations conference on trade and development, unctad. the unctad liner codeys down that between two trading partners, 80 per cent of the freight should be split equally between their respective merchant fleets. that leaves only 20 per cent to go into the numerous cross-traders, all fighting for a share, and it is on these cross-trades that british liner panies earn 40 per cent of their revenue. not enough countries have ratified the unctad code yet to bring it into force. but if it does bee universal, it could strike a severe blow to britain\\u0027s liner trade. the iron curtain countries represent an even greater and more organised threat to the future of britain\\u0027s liner ships, and it is a threat that is much more difficult to counter. russia has expanded its cargo-liner fleet far faster than the growth in either its own trade or world trade would justify. today, it has thergest liner fleet in the world and another one million tons should e into service before 1980. and with its policy of excessively low freight rates, the russian merchant navy has already made major inroads into western trade. russia now carries 95 per cent of its seaborne trade with the eec in its own ships. more important, it is biting deeply into the major cross-trading routes of the world. eastern bloc countries -- russia, with pnd and east germany- have already captured 20 per cent of the cargo traffic on the busy seanes of the north antic, almost 25 per cent of the trade between europe and south america and just abou, t the same percentage of the trade between europe and east africa., how can the russians afford to undercut by up to 40 percent? well, soviet ships are not necessarily out to make a profit, in our sense of the word. the name of the same ,for russian ships, is hard currency. the soviet union is being more dependent on western imports -- from grain to technology -- but the west will not ept roubles in payment. so russia needs hard currencies, tike the dor, the mark or the yen, even sterling, to pay for its imports. it is these currencies russian ships earn as cross-traders. it does not matter very much if they are operating at a loss; that can be made up by the soviet government in roubles. but there is more to it than that for the russians. the soviet mercantile marine obviously acts as a support to the soviet navy, very much as western fleets used to do. but there are important differences. the soviet merchant fleet, which has now been almost 20 years in growing, has developed the kinds of ships which would certainly expand the soviet reach well beyond its perimeters. for example, much of the heavy equipment for the cubans and angns was brought in soviet merchant ships. so this mercantile marine capability is certainly a great advance in the soviet ability to project their power at some distance from their own frontiers. and this is also part of a general soviet hydrographic policy to map the oceans of the world, to get to know the ports and, above all, to deepen contacts with the states with whom the russians are developing close trading ties. how can western ship owners react to undercutting of 40 per cent that would drive them out of business if they did the same? there is a limit, of course, to what any british government can do on its own. shipping is an essentially international business, and britain can only counter the challenges of the developing world and the russians at an international level. but whom could we count on for support? the eec is so divided about shipping that it is almost powerless to act .take the challenge of the developing world. the french do not mind the unctad code on liner shipping because it would help them to increase their share of the liner trade; the same is true for the germans and the belgians. so britain cannot rely on concerted eec action on that issue. as far as the russians are concerned, britain, along with west germany and denmark, has been calling for a coordinated response; the monitoring of russian ship movements and restrictions on the number of russian ships allowed to call at eec ports. but,st june, the french, because of their russian ties, blocked ns along these lines. it will be november before the question is considered again. british ship owners are so far happy with the strength of the british government attempts to force the eec into action. they believe that the trade department, which looks after shipping, understands their problems. but they are far less sure about other government ministers, especially those in the powerful industry department, which oversees shipbuilding. ship owners fear that saving jobs in britain\\u0027s ailing shipyards es well before saving its merchant fleet. british shipyard, s are currently churning out 24 vessels for pnd. the poles were lured to britain by the gift of a￡28 million subsidy and the promise that british shipbuilders would raise all the credit; so while our shipping fleet is under attack from munist ships, our government is using british taxpayers\\u0027 money to out their shipbuilding costs. we are doing the same for developing countries\\u0027 fleets. india is now a major third world shipping power, yet britain is to build six ships for the indians -- for nothing. in the end, british panies could be driven out of shipping altogether. some, such as p \\u0026 o, have already moved into other fields, from house building to oil. smaller shipping lines do not have the resources to diversify. they face extinction. and when they go, so does a huge slice of the few traditional industries worth keeping.
文章對英國航運業的分析還是比較中肯的，對英國一百年前曾經輝煌的海運業為何能夠稱雄於世界的原因進行了總結，也對現在受到的來自兩方麵的威脅進行了剖析，也預言了英國海運公司最終將有可能被完全擠出海運行業。
孫榮然邊閱讀課文邊給一些生詞查著英文詞典並在一旁寫上注釋，心裏也有著很多的感悟。
是啊，世界的發展總是在競爭中往前進步，正如帆船與汽船之間的競爭雖然當時是非常激烈的，但最終肯定是能跟上時代進步的站在這個曆史舞台上的了。人也一樣，隻有能夠適應這個時代潮流，適應這個世界發展的人才能立足於社會的。
正在孫榮然埋頭投入在文章學習中的時候，一個熟悉的身影坐在了孫榮然的身邊，一隻手靠在桌子上托著臉腮，歪著頭看著孫榮然。
孫榮然抬頭一看，不禁有點驚喜地要喊出來了：魯雋。
魯雋趕緊將右手手指按在自己的嘴上輕輕地“噓”了一聲，然後將手指了指坐在角落裏正在看報紙的閱覽室管理老師。孫榮然硬生生將那聲大喊咽了迴去。
孫榮然趕緊拿起書本和魯雋一起走出了閱覽室。一出閱覽室，孫榮然便耐不住地問魯雋：“魯雋，你迴學校來了？日語培訓好了？以後不用再去上日語課了？”
孫榮然一口氣問了好多問題。
魯雋有點忍俊不禁：“你這人咋這麽多問題的，我一到學校見教室裏沒你，問男同學知道你也不在寢室裏的，操場上也沒你，想想你一定在閱覽室了，才趕緊到那來找你的。”
孫榮然不好意思地說道：“對不起，魯雋，好久沒見到你了，你的突然出現怎能不讓我驚喜的。你還迴去嗎？”
此時魯雋停下了腳步，低著頭一聲不響，兩個人都沉默了，孫榮然意識到估計不是他想的那個答案了，但他不願自己說出來。
過了良久，魯雋抬頭看著孫榮然，說道：“榮然，我語言關算是過了，但我還是需要繼續去上強化班的，所以這個學期我已經在學校辦了退學手續了，估計明年一出年我就要去日本了。今天我是來和你說一聲再見的，順便把我的還有一些東西也帶迴去。”
孫榮然知道分別的日子早晚會來到的，卻沒想到會來得這麽快的。他心中又不禁掠過一絲心傷。但他卻隻能笑著對魯雋說道：“魯雋，好事啊，真的該好好恭喜你的了，呆會我請你一起去食堂吃最後的一頓午飯，好嗎？”
魯雋點點頭道：“好的，我也的確沒有飯菜票了，自然要你請我吃的了。我這次來給你帶了兩本我爸爸的書，一本是中華五千年文明中的未解之謎，一本是唐宋詞中的朦朧詩解。你好好看看，送給你了。以後我怕是不能再給你一些書了。”邊說著話，魯雋從她的包裏拿出兩本厚厚的書遞給孫榮然。
孫榮然喜出望外地接過書本說道：“魯雋，你又送書給我，我真不知道該怎麽謝謝你的了！”
孫榮然和魯雋兩個人便一起去食堂吃飯了，孫榮然給魯雋買了她最喜歡吃的黴幹菜扣肉和紅燒鯽魚，兩個人一起邊吃邊聊。
孫榮然對魯雋說道：“魯雋，你一個人去日本那麽遠真有點擔心你的。”
魯雋微笑著說道：“嗯，沒事的，我姐姐魯蔚在那邊，她會照顧我的。隻是估計在那讀書我也不能像國內一樣衣食無憂的，我爸爸已經交待我了必須在那勤工儉學養活自己的。”
“你這麽一說，我倒更擔心你的了，你一個女孩子怎麽去參加那些累活髒活的，就怕你到時吃不消的。”孫榮然不無擔心。
魯雋卻依然輕鬆地帶著微笑說道：“榮然，其實你不也是一直在勤工儉學的，你不要以為我不知道，我知道你幹的農活可是很累累的，你不也過來了嗎？”
孫榮然迴道：“我和你不一樣，我是男的，你是女的啊！”
“你看你又開始激動了，你就這毛病，總是這麽輕易露出聲色的，一激動就喉嚨響起來。”魯雋有點嗔怪。
孫榮然趕緊賠不是：“對不起，魯雋，我也是關心你，擔心你！你別介意啊。”
魯雋見孫榮然有點急了，便柔聲說道：“好了，榮然，我根本沒介意的，我知道你關心我，其實我更擔心你，你總是容易激動，眼中揉不得沙子的，說的好聽點是愛憎分明，說的不好好聽點你總是喜怒於形的，容易得罪人的，我就擔心你和別人搞不好關係的。”
孫榮然被她這麽一說，感覺也的確是讓她說中了自己的不足處了，他有點掛不住的沉默了。
魯雋知道孫榮然有點掛不住，便趕緊安撫道：“好了，榮然，我知道你人真的很好，我沒有怪你的意思，我是希望你能聽我和你所說的，別那樣，既然改變不了世界，那就去適應世界的。好嗎？”
孫榮然知道魯雋是希望他能好好地過日子的，知道魯雋其實也是好意的，自然也沒生氣的，緩了口氣說道：“好了，魯雋，我懂你所說的話的，我也知道我的確存在著這個缺點的，主要還是自己總愛義憤填膺，愛打抱不平，以後我一定會注意的。好好吃飯吧。”
兩個人在飯桌上一起聊天的時候，原先和他們一起在文學社弄刊物的汪建華看到魯雋也走了過來。好久沒見到魯雋了，汪建華也自然要過來和她聊幾句的。
“魯雋，你今天怎麽過來學校了？好長時間沒見到你了，還怪想你的。”
“啊，建華，是啊，好久沒見了，還好吧？”魯雋有點不好意思，她隻顧和孫榮然一起吃飯聊天，卻從沒和汪建華她們一起說話的。
“還好的，在學校裏大家都還好的。聽說你要去日本了，啥時候去？”
“快了，我這趟來就是把東西拿迴家的，以後怕是大家都見不到了。”
“啊，這倒是的，要見不到了，真有點不舍得的。”汪建華也有點傷感。
這時候一位和汪建華身高差不多的陌生男學生樣的男孩走到了汪建華身邊，微笑著站在一旁看著汪建華和魯雋兩個人聊天。
汪建華便止住了和魯雋的聊天，有點羞澀地說道：“這是我高中同學，今天來看我，剛一起吃好飯，他去洗了下菜盆。好了，我也該走了，他下午還要趕迴紹興師專去讀書，我還要送他去車站。”
兩個人便和魯雋孫榮然兩人說了聲再見便走了。
這頓午飯吃得時間很長，但天下沒有不散的宴席的，魯雋終究還是要和孫榮然分手的了。孫榮然把她送到了車站，一直陪著她等到汽車過來。
臨上車時，魯雋對孫榮然說道：“榮然，臨走了我送你兩句話：好相處的隨隨便便點，難相處的客客氣氣點。千萬要記住！”
孫榮然點點頭響亮地說道：“我記住了！阿雋。”
魯雋聽孫榮然這麽叫她，羞著臉趕緊上了車從車窗向孫榮然揮揮手：“你迴去吧，我會給你寫信過來的。”
隨著汽車一陣青煙，汽車絕塵而去了，留著孫榮然孤單地站在那車站上，天似乎不再那麽冷了，孫榮然甚至感到有點熱。
月兒似乎很知趣，本來用它那半睜半閉的眼睛偷窺著這世界的。現在這個時候居然也躲到雲層後麵，不再去看這對青年人心底燃起的狂熱和躁動了。
大街上除了昏昏欲睡的路燈無力地張望著，人也少了許多，整條街都留給了他們，今天的天氣真好，不冷不熱，適合戀愛的日子。胡奎朔聞到了虞天月那散發出來的女人的體香，虞天月也感受到了胡奎朔那男人味的煙味，他們摟得更緊了，生怕在這黑夜裏，會有人從身邊把他（她）拉走了。
在路過一個公園的時候，胡奎朔摟著虞天月一起走入了那無人行走的小道。，覺得那裏有更適合浪漫的地方。雖然沒有了路燈，兩邊密林叢生，但更讓胡奎朔感覺安全，這裏更適合他和虞天月享受這愛情的甜蜜了。虞天月此時已經完全像一隻聽話的羔羊，任由胡奎朔牽引著，她更不想失去這種開心和快活。
兩個人就這樣牽絆著走著，胡奎朔終於控製不住地將虞天月整個人摟在了懷裏，將兩片厚厚的嘴唇印在了虞天月的嘴唇上。虞天月趁勢也摟緊了胡奎朔，很配合地將舌頭伸到了胡奎朔的嘴裏，任由它們纏綿在一起了，他們都癱軟到了地上，親吻著，摟抱著。胡奎朔抱著虞天月趁勢滾到了邊上的樹叢裏，一起瘋狂著。
這一晚他們很晚迴到工地上，但他們得到了人世間最大的快樂，虞天月現在開始已經不再厭倦這討厭的工地了，反而覺得自己找到了真正的幸福，她倒希望這工地的活能幹一輩子了。現在隻要有機會，胡奎朔都會帶她晚上出去了，吃飯看電影那些都不是事，更重要的是兩個人能一起花前月下的了，虞天月已徹底地成了胡奎朔的人了。
今年這個暑假放假前的一天，孫榮然正在整理課桌上的書本準備迴宿舍的時候，魯雋見教室裏的人走的隻剩下榮然一個人了，便悄悄地走到孫榮然的身後靜靜地看著他的一舉一動。
孫榮然將課桌上的書本都收拾好準備走的時候，一轉身差點撞上魯雋，被她嚇了一大跳。
“魯雋，你啥時候站在我身後的，也不叫我一聲的，可被你嚇得不輕。”孫榮然有點埋怨似的說道。
魯雋依舊一副微笑地臉孔看著孫榮然那種驚怕的神情，柔聲道：“問你了，一點都不在乎旁邊的人的。我在你身後站了好久了，一直看著你把東西整理好的。”
孫榮然有點不好意思地說道：“魯雋，怪我自己沒留意，你找我有事嗎？”
魯雋從袋裏掏出一張紙條：“馬上就要放假了，怕是又要兩個月不能見麵了，我把我家的地址給你，你到時可以寫信給我，好嗎？”
孫榮然沒想到魯雋會把她家的地址給他，他有點激動地接過那紙條，連聲應道：“嗯，魯雋，我會的，我把我家的地址也寫給你吧，我怕我暑假裏事多，忘了寫，你也可以寫信給我的。”
孫榮然手忙腳亂地拿出紙筆把自己家的地址寫好給了魯雋。
魯雋接過地址，便衝孫榮然一笑：“你這人真是傻乎乎的。”說完便一轉身趕緊跑走了。
孫榮然怔怔地站在那裏，不知道魯雋怎麽會說他傻乎乎的。
他和湯慧雅之間的信依然是每周一封的，好多次孫榮然有點想給她表白的衝動，但他還是忍住了，他感覺隻有等畢業了，家裏條件改善了，他才有資格去向人家表白的，他不能牽累人家的。所以每次給湯慧雅的信依然是不痛不癢的幾句近況的匯報和對湯慧雅的一些言語安慰的。
這個暑假孫榮然依然和以前一樣，除了替父親去噴塑廠幹一段時間，就是自家地裏去勞作的，現在的農活相比前幾年，已經少了許多的了，孫榮然有時間去多看點書了。
很快他收到了魯雋寫來的第一封信，她在信中問孫榮然暑假在幹些什麽，並告訴孫榮然，她這個暑假在上日語培訓班，因為姐姐魯蔚在日本留學，她爸爸也想安排她去日本留學，因為杭大和日本靜岡有交流生，她或許下學期不來學校上課了，要去上幾個月的日語加強班，等語言關過了後，明年可能就要去日本靜岡大學留學的。所以這段時間隻能和孫榮然書信聯係的。
孫榮然心裏很替魯雋高興的，但又有種莫名的傷感，兩個人也許就這樣永遠分開了，人生的確有時分合不能自主的。他雖然傷感，但還是明白自己的位置的，隻是在信中有點難以啟齒和魯雋說自己的這種生活的。再迴頭一想自己本就是農家出身的，魯雋也是知道的，何必假裝自己很富貴氣的呢，還不如把田間的一些趣事寫給她看看，或許她也有興趣聽一種完全不一樣的生活呢。
於是孫榮然在信裏寫了許多田間的勞作生活，包括雙搶這些的勞動的，寫了自己希望魯雋能抓住機會的，過了語言關順利出國留學的。
就這樣，書信在孫榮然和魯雋間來往，在孫榮然和湯慧雅間來往，這個暑假似乎很短了，很快就到了新學期開學的日子了。孫榮然雖然知道魯雋這個學期是不會再來學校上課的了，他好希望還是能見到她的身影的。
當然這是不可能的，但魯雋的信卻是即時到了學校裏了，她講了她現在日語學習的近況，並問了孫榮然現在學校的一些課程，她希望孫榮然能安心於英語專業的學習的，雖然喜歡文學寫作這些的，但不能荒廢了自己這個專業的，千萬別掛科的，既然選擇了這路就一定要堅持的。
孫榮然迴信告訴她學校的一些情況，感謝她對自己的關心，他會記住她跟他說的這些話的，自然會好好學習的，也希望魯雋能夠順利成功的。
兩個人就這樣書信來往地相互關心和鼓勵著。
下半年湯慧雅的來信在逐漸減少，孫榮然也沒有在意，他依然還是和以前一樣給她每信必迴的，但湯慧雅突然在一封信中告訴孫榮然自己的父母親給她物色了一個男朋友，說這個男朋友家境很好，父親是當官的，他本人也是在郵電器材廠跑業務的，經濟條件很是優越的，問孫榮然她該怎麽辦。
孫榮然心裏泛起一種酸楚，他知道他是不可能和人家匹敵的，更何況那男的肯定是入了湯慧雅父母的法眼的了，哪怕他現在戳破這層紙，現身在湯慧雅家中也入不了湯慧雅父母的法眼的。更何況自己的學業還沒完成的，也不可能去談這事的，若去談了，豈不讓現在的同學們笑話了。唉，不屬於自己的終究不是自己的，也許這就是天意的。
他在心裏糾結了一番後，便給湯慧雅迴信表示這是好事的，要相信父母的眼睛的，也是緣分天定的，祝願她能找到自己的人生伴侶的。迴信很短，孫榮然想不出能再說些什麽了，他也不想表達心中的那種失落和遺憾的。
這封信之後，整整好幾個月不再收到湯慧雅的信了，日子似乎少了一點什麽，但孫榮然一直在心裏提醒自己：你沒資格！你沒資格！心裏才好過一點，好在魯雋還常給他來信問這問那的，孫榮然情感的轉移還是快的。
隻是隔了幾個月孫榮然收到了湯慧雅的最後一封信告訴他，她準備和那個男人結婚了。至此，孫榮然便和湯慧雅斷了書信來往。
天氣和孫榮然的心一樣，幾次冷空氣來過之後，一天比一天冷的，真正的冬天來臨了。樹上隻剩下光禿禿的枝幹了，隻有幾隻鳥兒停留在樹枝上打著盹，似乎也在感歎這本可遮風擋雨的樹葉怎麽一下子就沒了呢。
天灰蒙蒙的，似乎蒙了一層紗或是哪個偷懶的沒把天空之鏡認真擦亮的。這種天讓人心裏更感到壓抑，再加上那份透骨的冷讓人站也不是，坐也不是，手是不敢伸出來的，連脖子都比平時似乎縮短了許多。
孫榮然似乎也別無有興致去的地方了，隻有學校圖書館那的閱覽室尚能覓得一些溫度的，於是他便獨自拿著自己的《advanced english》課本去閱覽室坐了下來慢慢啃著了。孫榮然整個人都投入在了andrew neil寫的britannia rues the waves中了。
britain\\u0027s merchant navy seldom grabs the headlines these days; it is almost a forgotten industry. yet shipping is the essential lifeline for the nation\\u0027s economy. ny-nine percent of our trade in and out of the country goes by ship—and over half of it in british ships. shipping is also a significant british sess story. it earns over ￡1000 million a year in foreign exchange earnings: without our merchant fleet, the bnce of payments would be permanently in deficit, despite north sea oil. but ,today this vital british industry is more in peril than ever before. on almost all the major sea routes of the world, the british fleet risks being elbowed out by stiff foreign petition. the threat es from two main directions: from the russians and the eastern bloc countries who are now in the middle of a massive expansion of their merchant navies, and carving their way into the international shipping trade by severely undercutting western shipping paines; and from the merchant fleets of the developing nations, who are bent on taking over the lion\\u0027s share of the trade between europe and africa, asia and the far east-- routes in which britain has a bib stake. today, the british fleet no longer dominates the high seas: our share of the world\\u0027s merchant fleet has fallen from 40 per cent to around eight per cent. but, in terms of tonnage, the british merchant navy has continued to expand, it can now carry over two-thirds more than it could in 1914, and, almost alone among our traditional industries, shipping has remained a major sess story. unlike the rest of british industry, ship-owners invested big. in the early 1960s, the shipping panies cashed in on government grants and tax concessions. between 1966 and 1976, british shipping lines invested at a rate of over ￡1 million a day. by the early 1970s, it seemed that, some-where in the world, a new british ship was beingunched every week. the result is that britain has a very modern fleet: the average age of our merchant ships is only six years, and over half the fleet is under five years old. for some time now, british shipping managers have stayed ahead of the petition by investing in the most sophisticated ships. the other major factor which has yed a key role in the dominance of the british merchant navy is an institution invented by the british well over 100 years ago: the ‘conference\\u0027. in the middle of the 19th century, petition between sailing-ships and steam-ships became out-throat, and price cutting ruined many long-established panies. so the ship owners got together to establish a more settled system, and they set up a system of price fixing. in other words, every possible type of cargo had a price, which all owners agreed to charge. it was, in fact, a cartel, though the british ship owners gave it the more dignified name of a’ conference\\u0027. the system has certainly stood the test of time. today, there are about 300 conferences governing the trade-routes of the world, and the british still y a major role. by reducing petition, shipping conferences have taken some of the risk out of the dodgy business of moving goods by sea. they make it harder, perhaps, to make a big killing in good times, because you have to share the trade with other conference members. but they make it easier to weather the bad times, because there is no mad, petitive scramble for the avable trade. by the early 1970s, bad times were just around the corner. the world shipbuilding boom reached its peak in 1973,but that was the year of the arab-lsraeli war, which was followed rapidly by the quadrupling of oil prices. by 1974, the industrialised world had begun its slide into the worst depression since the 1980s, and the shipping industry had entered its long years of crisis. the first to be affected were the oil-tanker fleets. as oil demand was cut back, charter rates plummeted, and the estuaries of the world became jammed with the steadily increasing numbers of moth-ball tankers. norway and greece suffered most. british ship owners had not bee so involved in the tanker boom in the first ce, so they were not so badly affected. by 1976, the slump had begun to bite into the bulk-carrier trade. bulk carriers are ships that carry dry cargo of one particr kind, such as sugar, coal or wheat, with iron ore being by far the most important. but with the world steel industry deep in the doldrums, who needed iron ore carriers? with its big bulk-carrier fleet, the british shipping industry now began to feel the pinch. even though the slump spread fast into most shipping sectors, the british fleet was still a long way from bankruptcy. the one area which has weathered the economic storms best is that controlled by the conferences: the scheduled freight-liner services -- and that is where britain\\u0027s fleet is strongly entrenched. liner-freight vessels offer people who want to send goods by sea a regr, scheduled shipping service; they follow agreed routes, or ‘lines\\u0027, and call at ports on a greed dates. for example, if i want to send a shipment of spare tractor parts from taiwan to bangkok, all i have to do is contact the far east freight conference, and that will be able to tell me when the next liner ship will be calling at taiwan, the exact date on which it will get to bangkok, and the going freight rate. it is an ideal ‘parcel\\u0027 service for people with cargoes that are not big enough to make it worth chartering a whole ship. it is also a plus for the ship owners not to be dependent on only one customer. liner ships carry all sorts of different cargoes -- mainly finished manufactured goods -- so, if there is a slump in one particr industry, provided there is still buoyancy in other industries, the liner fleets can still survive. that gives them a distinct advantage over oil tankers or bulk carriers, because thetter are dependent on one or two basic raw materials. that is why britain has remained rtively strong. much of britain\\u0027s liner fleet rarely sees a british port. our ships are extensive cross-traders; that is, they carry goods between foreign countries. british panies are big, for example, on the japan-to-australia run, and on the growing trade routes between the far east and the middle east, around the persian gulf. until recently, those routes were highly profitable for the british panies, and a major source of foreign currency for britain. they are also the routes on which the third world and the russians are out to make the biggest inroads. most emerging countries in the third world are out to carry a bigger share of their trade in their own ships. developing countries regard a merchant navy as something of a status symbol -- the next thing to go for after a national airline. singapore has expanded their fleet by 6 000 percent in thest 15 years, india by 400 percent. the challenge from the third world has always been foreseen by our shipping panies. p \\u0026 o, for example, while still out to increase the total freight it carries, is nning for a gradual reduction in its percentage share of the trade with the new shipping powers of the third world. but p \\u0026 o has no intention of throwing in the towel. the key tactic behind its strategy of holding on to the richest slice of the trade has been to move up-market -- to go where the third world cannot follow: into high-technology investment. containers, for example, were an american invention, but it was british ship owners who put up the money to pioneer the international deep-sea container service. containers save time, because the loading is done in the factory or warehouse, rather than on the dockside, and they are very secure against theft; except for a code number on the outside, there is no indication of what is inside the box. to cash in on the container revolution, you need a sophisticated system of roads and railways, something that most third world countries do not have: and container ships are expensive, around ￡50 million each. p \\u0026 o\\u0027s high-technology, high-investment strategy,however, is far from being the whole answer to the third world threat. the developing countries are not out to pete with western fleets by mercial means; they want to impose a set of rules which will guarantee them a major slice of the shipping trade. this demand has found official expression in the united nations conference on trade and development, unctad. the unctad liner codeys down that between two trading partners, 80 per cent of the freight should be split equally between their respective merchant fleets. that leaves only 20 per cent to go into the numerous cross-traders, all fighting for a share, and it is on these cross-trades that british liner panies earn 40 per cent of their revenue. not enough countries have ratified the unctad code yet to bring it into force. but if it does bee universal, it could strike a severe blow to britain\\u0027s liner trade. the iron curtain countries represent an even greater and more organised threat to the future of britain\\u0027s liner ships, and it is a threat that is much more difficult to counter. russia has expanded its cargo-liner fleet far faster than the growth in either its own trade or world trade would justify. today, it has thergest liner fleet in the world and another one million tons should e into service before 1980. and with its policy of excessively low freight rates, the russian merchant navy has already made major inroads into western trade. russia now carries 95 per cent of its seaborne trade with the eec in its own ships. more important, it is biting deeply into the major cross-trading routes of the world. eastern bloc countries -- russia, with pnd and east germany- have already captured 20 per cent of the cargo traffic on the busy seanes of the north antic, almost 25 per cent of the trade between europe and south america and just abou, t the same percentage of the trade between europe and east africa., how can the russians afford to undercut by up to 40 percent? well, soviet ships are not necessarily out to make a profit, in our sense of the word. the name of the same ,for russian ships, is hard currency. the soviet union is being more dependent on western imports -- from grain to technology -- but the west will not ept roubles in payment. so russia needs hard currencies, tike the dor, the mark or the yen, even sterling, to pay for its imports. it is these currencies russian ships earn as cross-traders. it does not matter very much if they are operating at a loss; that can be made up by the soviet government in roubles. but there is more to it than that for the russians. the soviet mercantile marine obviously acts as a support to the soviet navy, very much as western fleets used to do. but there are important differences. the soviet merchant fleet, which has now been almost 20 years in growing, has developed the kinds of ships which would certainly expand the soviet reach well beyond its perimeters. for example, much of the heavy equipment for the cubans and angns was brought in soviet merchant ships. so this mercantile marine capability is certainly a great advance in the soviet ability to project their power at some distance from their own frontiers. and this is also part of a general soviet hydrographic policy to map the oceans of the world, to get to know the ports and, above all, to deepen contacts with the states with whom the russians are developing close trading ties. how can western ship owners react to undercutting of 40 per cent that would drive them out of business if they did the same? there is a limit, of course, to what any british government can do on its own. shipping is an essentially international business, and britain can only counter the challenges of the developing world and the russians at an international level. but whom could we count on for support? the eec is so divided about shipping that it is almost powerless to act .take the challenge of the developing world. the french do not mind the unctad code on liner shipping because it would help them to increase their share of the liner trade; the same is true for the germans and the belgians. so britain cannot rely on concerted eec action on that issue. as far as the russians are concerned, britain, along with west germany and denmark, has been calling for a coordinated response; the monitoring of russian ship movements and restrictions on the number of russian ships allowed to call at eec ports. but,st june, the french, because of their russian ties, blocked ns along these lines. it will be november before the question is considered again. british ship owners are so far happy with the strength of the british government attempts to force the eec into action. they believe that the trade department, which looks after shipping, understands their problems. but they are far less sure about other government ministers, especially those in the powerful industry department, which oversees shipbuilding. ship owners fear that saving jobs in britain\\u0027s ailing shipyards es well before saving its merchant fleet. british shipyard, s are currently churning out 24 vessels for pnd. the poles were lured to britain by the gift of a￡28 million subsidy and the promise that british shipbuilders would raise all the credit; so while our shipping fleet is under attack from munist ships, our government is using british taxpayers\\u0027 money to out their shipbuilding costs. we are doing the same for developing countries\\u0027 fleets. india is now a major third world shipping power, yet britain is to build six ships for the indians -- for nothing. in the end, british panies could be driven out of shipping altogether. some, such as p \\u0026 o, have already moved into other fields, from house building to oil. smaller shipping lines do not have the resources to diversify. they face extinction. and when they go, so does a huge slice of the few traditional industries worth keeping.
文章對英國航運業的分析還是比較中肯的，對英國一百年前曾經輝煌的海運業為何能夠稱雄於世界的原因進行了總結，也對現在受到的來自兩方麵的威脅進行了剖析，也預言了英國海運公司最終將有可能被完全擠出海運行業。
孫榮然邊閱讀課文邊給一些生詞查著英文詞典並在一旁寫上注釋，心裏也有著很多的感悟。
是啊，世界的發展總是在競爭中往前進步，正如帆船與汽船之間的競爭雖然當時是非常激烈的，但最終肯定是能跟上時代進步的站在這個曆史舞台上的了。人也一樣，隻有能夠適應這個時代潮流，適應這個世界發展的人才能立足於社會的。
正在孫榮然埋頭投入在文章學習中的時候，一個熟悉的身影坐在了孫榮然的身邊，一隻手靠在桌子上托著臉腮，歪著頭看著孫榮然。
孫榮然抬頭一看，不禁有點驚喜地要喊出來了：魯雋。
魯雋趕緊將右手手指按在自己的嘴上輕輕地“噓”了一聲，然後將手指了指坐在角落裏正在看報紙的閱覽室管理老師。孫榮然硬生生將那聲大喊咽了迴去。
孫榮然趕緊拿起書本和魯雋一起走出了閱覽室。一出閱覽室，孫榮然便耐不住地問魯雋：“魯雋，你迴學校來了？日語培訓好了？以後不用再去上日語課了？”
孫榮然一口氣問了好多問題。
魯雋有點忍俊不禁：“你這人咋這麽多問題的，我一到學校見教室裏沒你，問男同學知道你也不在寢室裏的，操場上也沒你，想想你一定在閱覽室了，才趕緊到那來找你的。”
孫榮然不好意思地說道：“對不起，魯雋，好久沒見到你了，你的突然出現怎能不讓我驚喜的。你還迴去嗎？”
此時魯雋停下了腳步，低著頭一聲不響，兩個人都沉默了，孫榮然意識到估計不是他想的那個答案了，但他不願自己說出來。
過了良久，魯雋抬頭看著孫榮然，說道：“榮然，我語言關算是過了，但我還是需要繼續去上強化班的，所以這個學期我已經在學校辦了退學手續了，估計明年一出年我就要去日本了。今天我是來和你說一聲再見的，順便把我的還有一些東西也帶迴去。”
孫榮然知道分別的日子早晚會來到的，卻沒想到會來得這麽快的。他心中又不禁掠過一絲心傷。但他卻隻能笑著對魯雋說道：“魯雋，好事啊，真的該好好恭喜你的了，呆會我請你一起去食堂吃最後的一頓午飯，好嗎？”
魯雋點點頭道：“好的，我也的確沒有飯菜票了，自然要你請我吃的了。我這次來給你帶了兩本我爸爸的書，一本是中華五千年文明中的未解之謎，一本是唐宋詞中的朦朧詩解。你好好看看，送給你了。以後我怕是不能再給你一些書了。”邊說著話，魯雋從她的包裏拿出兩本厚厚的書遞給孫榮然。
孫榮然喜出望外地接過書本說道：“魯雋，你又送書給我，我真不知道該怎麽謝謝你的了！”
孫榮然和魯雋兩個人便一起去食堂吃飯了，孫榮然給魯雋買了她最喜歡吃的黴幹菜扣肉和紅燒鯽魚，兩個人一起邊吃邊聊。
孫榮然對魯雋說道：“魯雋，你一個人去日本那麽遠真有點擔心你的。”
魯雋微笑著說道：“嗯，沒事的，我姐姐魯蔚在那邊，她會照顧我的。隻是估計在那讀書我也不能像國內一樣衣食無憂的，我爸爸已經交待我了必須在那勤工儉學養活自己的。”
“你這麽一說，我倒更擔心你的了，你一個女孩子怎麽去參加那些累活髒活的，就怕你到時吃不消的。”孫榮然不無擔心。
魯雋卻依然輕鬆地帶著微笑說道：“榮然，其實你不也是一直在勤工儉學的，你不要以為我不知道，我知道你幹的農活可是很累累的，你不也過來了嗎？”
孫榮然迴道：“我和你不一樣，我是男的，你是女的啊！”
“你看你又開始激動了，你就這毛病，總是這麽輕易露出聲色的，一激動就喉嚨響起來。”魯雋有點嗔怪。
孫榮然趕緊賠不是：“對不起，魯雋，我也是關心你，擔心你！你別介意啊。”
魯雋見孫榮然有點急了，便柔聲說道：“好了，榮然，我根本沒介意的，我知道你關心我，其實我更擔心你，你總是容易激動，眼中揉不得沙子的，說的好聽點是愛憎分明，說的不好好聽點你總是喜怒於形的，容易得罪人的，我就擔心你和別人搞不好關係的。”
孫榮然被她這麽一說，感覺也的確是讓她說中了自己的不足處了，他有點掛不住的沉默了。
魯雋知道孫榮然有點掛不住，便趕緊安撫道：“好了，榮然，我知道你人真的很好，我沒有怪你的意思，我是希望你能聽我和你所說的，別那樣，既然改變不了世界，那就去適應世界的。好嗎？”
孫榮然知道魯雋是希望他能好好地過日子的，知道魯雋其實也是好意的，自然也沒生氣的，緩了口氣說道：“好了，魯雋，我懂你所說的話的，我也知道我的確存在著這個缺點的，主要還是自己總愛義憤填膺，愛打抱不平，以後我一定會注意的。好好吃飯吧。”
兩個人在飯桌上一起聊天的時候，原先和他們一起在文學社弄刊物的汪建華看到魯雋也走了過來。好久沒見到魯雋了，汪建華也自然要過來和她聊幾句的。
“魯雋，你今天怎麽過來學校了？好長時間沒見到你了，還怪想你的。”
“啊，建華，是啊，好久沒見了，還好吧？”魯雋有點不好意思，她隻顧和孫榮然一起吃飯聊天，卻從沒和汪建華她們一起說話的。
“還好的，在學校裏大家都還好的。聽說你要去日本了，啥時候去？”
“快了，我這趟來就是把東西拿迴家的，以後怕是大家都見不到了。”
“啊，這倒是的，要見不到了，真有點不舍得的。”汪建華也有點傷感。
這時候一位和汪建華身高差不多的陌生男學生樣的男孩走到了汪建華身邊，微笑著站在一旁看著汪建華和魯雋兩個人聊天。
汪建華便止住了和魯雋的聊天，有點羞澀地說道：“這是我高中同學，今天來看我，剛一起吃好飯，他去洗了下菜盆。好了，我也該走了，他下午還要趕迴紹興師專去讀書，我還要送他去車站。”
兩個人便和魯雋孫榮然兩人說了聲再見便走了。
這頓午飯吃得時間很長，但天下沒有不散的宴席的，魯雋終究還是要和孫榮然分手的了。孫榮然把她送到了車站，一直陪著她等到汽車過來。
臨上車時，魯雋對孫榮然說道：“榮然，臨走了我送你兩句話：好相處的隨隨便便點，難相處的客客氣氣點。千萬要記住！”
孫榮然點點頭響亮地說道：“我記住了！阿雋。”
魯雋聽孫榮然這麽叫她，羞著臉趕緊上了車從車窗向孫榮然揮揮手：“你迴去吧，我會給你寫信過來的。”
隨著汽車一陣青煙，汽車絕塵而去了，留著孫榮然孤單地站在那車站上，天似乎不再那麽冷了，孫榮然甚至感到有點熱。