#Engineering Services in NYC

[nycerny]

If you're looking for a reliable and efficient way to obtain DOB and DOT permits in NYC, look no further than our expediting services. We understand the intricacies of the approval process and can help you navigate it with ease.

[seoexpertnewyork]

Achieve top rankings with the help of a skilled SEO consultant in New York. Our experts specialize in crafting data-driven strategies tailored to your business, enhancing online visibility, driving organic traffic, and boosting conversions. By analyzing your niche and optimizing content, we ensure your website stays competitive in search results. Partner with us to dominate your market and watch your business grow with proven SEO techniques designed to deliver measurable results.

[cesny1]

Choosing the Right NYC Structural Engineering Design Service: Tips from Insiders

Selecting the right structural engineering design service in NYC requires careful consideration, but it doesn’t have to be complicated. A trustworthy partner like Consultant Engineering Services PLLC will make your residential project a priority, delivering creative, reliable, and timely solutions. This firm emphasizes both innovation and quality, ensuring that all designs meet client expectations and NYC building standards.

[shansmithac]

Unlock the full potential of your online presence with our SEO services in New York. Dominate local search results, enhance visibility, and attract more customers with our tailored strategies. Maximize your digital impact and stay ahead in the competitive New York market.

[nycseopros]

Navigating the NYC Digital Skyline: The Power of SEO with NYC SEO Pros

This post will explain the power of Search Engine Optimization with NYC SEO Pros

In the city that never sleeps, where every click counts, the importance of a robust online presence cannot be overstated. New York City, a concrete jungle teeming with businesses vying for attention, demands a strategic approach to digital visibility. Enter [Agency Name], your trusted SEO partner, ready to decode the algorithms and propel your brand to new heights in the vast digital landscape.

Unveiling the SEO Tapestry

In a city where trends change as quickly as the traffic lights, Search Engine Optimization (SEO) stands as the beacon guiding businesses through the intricate maze of online competition. [Agency Name] understands that SEO is not just about keywords; it's an art and a science, a delicate balance of relevance, authority, and user experience.

Local Expertise, Global Impact

Being based in the heart of NYC gives us a unique advantage. We understand the pulse of the local market, the nuances of the diverse neighborhoods, and the ever-changing consumer behavior. Our team of SEO experts at our New York SEO Company crafts tailor-made strategies that resonate with the city's dynamic nature, ensuring your brand's visibility in the local scene while reaching global audiences.

Rise Above the Skyscrapers

In a city where standing out is a challenge, [Agency Name] is committed to making your brand rise above the skyscrapers. We employ cutting-edge SEO techniques that not only boost your search engine rankings but also enhance your overall online presence. From comprehensive keyword research to content optimization, we leave no stone unturned to ensure your website is the go-to destination in your industry.

The User-Centric Approach

New Yorkers are known for their discerning taste, and the same goes for online consumers. Our SEO strategies are rooted in a user-centric approach, ensuring that your website not only attracts visitors but keeps them engaged. We optimize user experience, load times, and mobile responsiveness to create a seamless journey that converts visitors into loyal customers.

Analytics-driven Success

In the world of SEO, data is king. Our team leverages advanced analytics tools to track and measure the success of your campaigns. We provide transparent and insightful reports, allowing you to see the tangible impact of our efforts and make informed decisions to stay ahead of the competition.

Join the SEO Revolution

As the digital landscape continues to evolve, staying ahead requires a partner who understands the nuances of the game. [Agency Name] is not just an SEO agency; we are your digital ally in the bustling streets of NYC. Join us in the SEO revolution and let's navigate the digital skyline together, turning clicks into conversions and dreams into reality.

In a city where every pixel matters, trust the NYC SEO Pros to illuminate your path to online success. Welcome to a new era of SEO excellence in the heart of New York City.

[versaiconcepts]

ARCHITECTURE

We not only design structures to deliver environments that elevate the human experience; we also preserve the living, breathing works of art that stand as testaments to our unwavering commitment to architectural innovation.

[nycerny]

Protecting Your Building's Exterior: The Importance of Facade Repair and Maintenance Services in NYC

The exterior of your building is the first thing people see when they approach it. A well-maintained and visually appealing facade can make a great first impression and increase your property value. However, over time, wear and tear can take a toll on your building's exterior. That's where facade repair and restoration services in NYC come in.

Facade repair and maintenance services in NYC specialize in repairing and maintaining building exteriors. They can help protect your building from the elements and ensure it looks its best for years to come. Here's what you need to know about facade restoration services in NYC and how they can benefit your building.

What is Facade Restoration?

Facade restoration is the process of repairing and restoring a building's exterior to its original condition. This can involve repairing cracks, replacing damaged materials, and repainting or refinishing the exterior. The goal of facade restoration is to improve the building's appearance and protect it from further damage.

Why is Facade Restoration Important?

There are several reasons why facade restoration is important. First and foremost, it can help protect your building from the elements. A well-maintained exterior can help prevent moisture from seeping into the building, which can cause mold and other damage.

Secondly, facade restoration can improve your building's energy efficiency. When your building's exterior is properly insulated and sealed, it can help regulate the temperature inside and reduce your energy costs.

Finally, facade restoration can increase your property value. A well-maintained and visually appealing exterior can make your building more attractive to potential tenants or buyers, which can increase its value.

Facade Repair and Restoration Services in NYC

If you're looking for exterior facade repair and restoration services in NYC, you have several options to choose from. Many companies specialize in facade repair and maintenance services, and they can provide a range of services to meet your needs.

Facade repair services can include repairing cracks, replacing damaged materials, and cleaning the exterior. They can also provide preventative maintenance services, such as sealing and waterproofing the exterior to prevent future damage.

Contact us at 212-279-0000 today or Use our quote form to submit all details of your project. Get your Free Estimate - https://nycerny.com/quote/

[hiranigroup]

https://hiranigroup.com/

[deewellsosd]

Remembering the Fung Wah Bus: NYC to Boston’s Wildest Ride

If you ever needed to get from New York City to Boston (or vice versa) on a tight budget, chances are you’ve heard of the legendary Fung Wah Bus. For years, Fung Wah wasn’t just a cheap way to travel—it was an experience. From its unbeatable prices to its wild reputation, Fung Wah was the stuff of urban travel folklore. Whether you loved it, hated it, or were just slightly terrified by it, one thing’s for sure: it was unforgettable.

The Birth of a Legend

Back in 1996, Fung Wah Bus started out as a little-known service shuttling people between Chinatown in NYC and Chinatown in Boston. Tickets were dirt cheap—sometimes as low as $10! Founder Pei Lin Liang had no idea he was about to start a revolution in intercity travel.

While companies like Greyhound and Amtrak charged way more for the same trip, Fung Wah attracted students, immigrants, and broke adventurers. The buses were simple: no Wi-Fi, no comfy seats, no frills—just a bus, a driver, and a promise to get you where you needed to go (more or less).

The Fung Wah Experience

Let’s be honest—riding the Fung Wah wasn’t for the faint of heart. The buses weren’t exactly luxurious, and the drivers? Let’s just say they had skills—skills that often felt like they were auditioning for NASCAR.

The stories from Fung Wah rides are legendary. Overheated engines? Check. Buses randomly pulling over on the highway? Oh yeah. Packed seats and questionable smells? You bet. But somehow, that was part of the charm. It was like a rite of passage for college students and budget travelers.

Despite the occasional chaos, people loved it. Where else could you spend a few bucks and make it to another city with enough left over for lunch?

The Rise of Chinatown Buses

Fung Wah’s success kicked off an entire industry of “Chinatown buses.” Suddenly, other companies were offering the same cheap rides between cities like Philadelphia, D.C., and Boston. These low-cost buses gave traditional carriers like Greyhound a run for their money, forcing them to drop prices and rethink their business models.

For a while, Fung Wah ruled this space, becoming the go-to option for anyone looking to save cash. Sure, it wasn’t the safest option, but hey—it got the job done.

The Downfall

But all good things must come to an end. Fung Wah’s fast-and-loose approach eventually caught up with it. Over the years, the company faced growing scrutiny for safety violations. There were crashes, breakdowns, and federal investigations.

By 2013, regulators had had enough. The U.S. Department of Transportation shut Fung Wah down, citing major safety concerns—like cracked bus frames. They tried to make a comeback in 2015, but it didn’t stick. And just like that, Fung Wah was gone.

A Legacy That Lives On

Even though it’s no longer around, Fung Wah lives on in the hearts (and memes) of those who rode it. It wasn’t just a bus—it was an experience. For many, it symbolized freedom, adventure, and a chance to explore without breaking the bank.

Today, plenty of budget bus options exist, and they’ve learned from Fung Wah’s mistakes. They’re safer, more reliable, and (sadly) less chaotic. But ask anyone who remembers Fung Wah, and they’ll tell you—it was something special.

Fung Wah in Pop Culture

Over the years, Fung Wah has become a bit of an urban legend. It’s been mentioned in stand-up routines, memes, and indie films. For those who rode it, these nods bring back memories of cramped seats, fast drivers, and the thrill of cheap travel.

Why We’ll Never Forget

Fung Wah wasn’t perfect, but it was iconic. It made travel accessible for people who couldn’t afford Amtrak or didn’t want to deal with Greyhound. It connected communities and opened up a new way to explore on a budget.

If you ever rode a Fung Wah Bus, you’ve got a story to tell. And if you never did? Well, you missed out on one of the most chaotic, thrilling, and oddly charming travel experiences ever.

Fung Wah may be gone, but its legacy is still rolling. Here’s to the little bus line that changed the game—and made the NYC-to-Boston trip one heck of an adventure.

[mostlysignssomeportents]

Conspiratorialism as a material phenomenon

I'll be in TUCSON, AZ from November 8-10: I'm the GUEST OF HONOR at the TUSCON SCIENCE FICTION CONVENTION.

I think it behooves us to be a little skeptical of stories about AI driving people to believe wrong things and commit ugly actions. Not that I like the AI slop that is filling up our social media, but when we look at the ways that AI is harming us, slop is pretty low on the list.

The real AI harms come from the actual things that AI companies sell AI to do. There's the AI gun-detector gadgets that the credulous Mayor Eric Adams put in NYC subways, which led to 2,749 invasive searches and turned up zero guns:

https://www.cbsnews.com/newyork/news/nycs-subway-weapons-detector-pilot-program-ends/

Any time AI is used to predict crime – predictive policing, bail determinations, Child Protective Services red flags – they magnify the biases already present in these systems, and, even worse, they give this bias the veneer of scientific neutrality. This process is called "empiricism-washing," and you know you're experiencing it when you hear some variation on "it's just math, math can't be racist":

https://pluralistic.net/2020/06/23/cryptocidal-maniacs/#phrenology

When AI is used to replace customer service representatives, it systematically defrauds customers, while providing an "accountability sink" that allows the company to disclaim responsibility for the thefts:

https://pluralistic.net/2024/04/23/maximal-plausibility/#reverse-centaurs

When AI is used to perform high-velocity "decision support" that is supposed to inform a "human in the loop," it quickly overwhelms its human overseer, who takes on the role of "moral crumple zone," pressing the "OK" button as fast as they can. This is bad enough when the sacrificial victim is a human overseeing, say, proctoring software that accuses remote students of cheating on their tests:

https://pluralistic.net/2022/02/16/unauthorized-paper/#cheating-anticheat

But it's potentially lethal when the AI is a transcription engine that doctors have to use to feed notes to a data-hungry electronic health record system that is optimized to commit health insurance fraud by seeking out pretenses to "upcode" a patient's treatment. Those AIs are prone to inventing things the doctor never said, inserting them into the record that the doctor is supposed to review, but remember, the only reason the AI is there at all is that the doctor is being asked to do so much paperwork that they don't have time to treat their patients:

https://apnews.com/article/ai-artificial-intelligence-health-business-90020cdf5fa16c79ca2e5b6c4c9bbb14

My point is that "worrying about AI" is a zero-sum game. When we train our fire on the stuff that isn't important to the AI stock swindlers' business-plans (like creating AI slop), we should remember that the AI companies could halt all of that activity and not lose a dime in revenue. By contrast, when we focus on AI applications that do the most direct harm – policing, health, security, customer service – we also focus on the AI applications that make the most money and drive the most investment.

AI hasn't attracted hundreds of billions in investment capital because investors love AI slop. All the money pouring into the system – from investors, from customers, from easily gulled big-city mayors – is chasing things that AI is objectively very bad at and those things also cause much more harm than AI slop. If you want to be a good AI critic, you should devote the majority of your focus to these applications. Sure, they're not as visually arresting, but discrediting them is financially arresting, and that's what really matters.

All that said: AI slop is real, there is a lot of it, and just because it doesn't warrant priority over the stuff AI companies actually sell, it still has cultural significance and is worth considering.

AI slop has turned Facebook into an anaerobic lagoon of botshit, just the laziest, grossest engagement bait, much of it the product of rise-and-grind spammers who avidly consume get rich quick "courses" and then churn out a torrent of "shrimp Jesus" and fake chainsaw sculptures:

https://www.404media.co/email/1cdf7620-2e2f-4450-9cd9-e041f4f0c27f/

For poor engagement farmers in the global south chasing the fractional pennies that Facebook shells out for successful clickbait, the actual content of the slop is beside the point. These spammers aren't necessarily tuned into the psyche of the wealthy-world Facebook users who represent Meta's top monetization subjects. They're just trying everything and doubling down on anything that moves the needle, A/B splitting their way into weird, hyper-optimized, grotesque crap:

https://www.404media.co/facebook-is-being-overrun-with-stolen-ai-generated-images-that-people-think-are-real/

In other words, Facebook's AI spammers are laying out a banquet of arbitrary possibilities, like the letters on a Ouija board, and the Facebook users' clicks and engagement are a collective ideomotor response, moving the algorithm's planchette to the options that tug hardest at our collective delights (or, more often, disgusts).

So, rather than thinking of AI spammers as creating the ideological and aesthetic trends that drive millions of confused Facebook users into condemning, praising, and arguing about surreal botshit, it's more true to say that spammers are discovering these trends within their subjects' collective yearnings and terrors, and then refining them by exploring endlessly ramified variations in search of unsuspected niches.

(If you know anything about AI, this may remind you of something: a Generative Adversarial Network, in which one bot creates variations on a theme, and another bot ranks how closely the variations approach some ideal. In this case, the spammers are the generators and the Facebook users they evince reactions from are the discriminators)

https://en.wikipedia.org/wiki/Generative_adversarial_network

I got to thinking about this today while reading User Mag, Taylor Lorenz's superb newsletter, and her reporting on a new AI slop trend, "My neighbor’s ridiculous reason for egging my car":

https://www.usermag.co/p/my-neighbors-ridiculous-reason-for

The "egging my car" slop consists of endless variations on a story in which the poster (generally a figure of sympathy, canonically a single mother of newborn twins) complains that her awful neighbor threw dozens of eggs at her car to punish her for parking in a way that blocked his elaborate Hallowe'en display. The text is accompanied by an AI-generated image showing a modest family car that has been absolutely plastered with broken eggs, dozens upon dozens of them.

According to Lorenz, variations on this slop are topping very large Facebook discussion forums totalling millions of users, like "Movie Character…,USA Story, Volleyball Women, Top Trends, Love Style, and God Bless." These posts link to SEO sites laden with programmatic advertising.

The funnel goes:

i. Create outrage and hence broad reach;

ii, A small percentage of those who see the post will click through to the SEO site;

iii. A small fraction of those users will click a low-quality ad;

iv. The ad will pay homeopathic sub-pennies to the spammer.

The revenue per user on this kind of scam is next to nothing, so it only works if it can get very broad reach, which is why the spam is so designed for engagement maximization. The more discussion a post generates, the more users Facebook recommends it to.

These are very effective engagement bait. Almost all AI slop gets some free engagement in the form of arguments between users who don't know they're commenting an AI scam and people hectoring them for falling for the scam. This is like the free square in the middle of a bingo card.

Beyond that, there's multivalent outrage: some users are furious about food wastage; others about the poor, victimized "mother" (some users are furious about both). Not only do users get to voice their fury at both of these imaginary sins, they can also argue with one another about whether, say, food wastage even matters when compared to the petty-minded aggression of the "perpetrator." These discussions also offer lots of opportunity for violent fantasies about the bad guy getting a comeuppance, offers to travel to the imaginary AI-generated suburb to dole out a beating, etc. All in all, the spammers behind this tedious fiction have really figured out how to rope in all kinds of users' attention.

Of course, the spammers don't get much from this. There isn't such a thing as an "attention economy." You can't use attention as a unit of account, a medium of exchange or a store of value. Attention – like everything else that you can't build an economy upon, such as cryptocurrency – must be converted to money before it has economic significance. Hence that tooth-achingly trite high-tech neologism, "monetization."

The monetization of attention is very poor, but AI is heavily subsidized or even free (for now), so the largest venture capital and private equity funds in the world are spending billions in public pension money and rich peoples' savings into CO2 plumes, GPUs, and botshit so that a bunch of hustle-culture weirdos in the Pacific Rim can make a few dollars by tricking people into clicking through engagement bait slop – twice.

The slop isn't the point of this, but the slop does have the useful function of making the collective ideomotor response visible and thus providing a peek into our hopes and fears. What does the "egging my car" slop say about the things that we're thinking about?

Lorenz cites Jamie Cohen, a media scholar at CUNY Queens, who points out that subtext of this slop is "fear and distrust in people about their neighbors." Cohen predicts that "the next trend, is going to be stranger and more violent.”

This feels right to me. The corollary of mistrusting your neighbors, of course, is trusting only yourself and your family. Or, as Margaret Thatcher liked to say, "There is no such thing as society. There are individual men and women and there are families."

We are living in the tail end of a 40 year experiment in structuring our world as though "there is no such thing as society." We've gutted our welfare net, shut down or privatized public services, all but abolished solidaristic institutions like unions.

This isn't mere aesthetics: an atomized society is far more hospitable to extreme wealth inequality than one in which we are all in it together. When your power comes from being a "wise consumer" who "votes with your wallet," then all you can do about the climate emergency is buy a different kind of car – you can't build the public transit system that will make cars obsolete.

When you "vote with your wallet" all you can do about animal cruelty and habitat loss is eat less meat. When you "vote with your wallet" all you can do about high drug prices is "shop around for a bargain." When you vote with your wallet, all you can do when your bank forecloses on your home is "choose your next lender more carefully."

Most importantly, when you vote with your wallet, you cast a ballot in an election that the people with the thickest wallets always win. No wonder those people have spent so long teaching us that we can't trust our neighbors, that there is no such thing as society, that we can't have nice things. That there is no alternative.

The commercial surveillance industry really wants you to believe that they're good at convincing people of things, because that's a good way to sell advertising. But claims of mind-control are pretty goddamned improbable – everyone who ever claimed to have managed the trick was lying, from Rasputin to MK-ULTRA:

https://pluralistic.net/HowToDestroySurveillanceCapitalism

Rather than seeing these platforms as convincing people of things, we should understand them as discovering and reinforcing the ideology that people have been driven to by material conditions. Platforms like Facebook show us to one another, let us form groups that can imperfectly fill in for the solidarity we're desperate for after 40 years of "no such thing as society."

The most interesting thing about "egging my car" slop is that it reveals that so many of us are convinced of two contradictory things: first, that everyone else is a monster who will turn on you for the pettiest of reasons; and second, that we're all the kind of people who would stick up for the victims of those monsters.

Tor Books as just published two new, free LITTLE BROTHER stories: VIGILANT, about creepy surveillance in distance education; and SPILL, about oil pipelines and indigenous landback.

If you'd like an essay-formatted version of this post to read or share, here's a link to it on pluralistic.net, my surveillance-free, ad-free, tracker-free blog:

https://pluralistic.net/2024/10/29/hobbesian-slop/#cui-bono

Image: Cryteria (modified) https://commons.wikimedia.org/wiki/File:HAL9000.svg

CC BY 3.0 https://creativecommons.org/licenses/by/3.0/deed.en

[m8-group]

Boost Your Online Presence: Search Engine Optimization in New York City | M8 Group

Looking for top-notch SEO services in New York City? M8 Group is your go-to SEO company in Manhattan, offering website creation and local SEO services. Serving Tennessee, Texas, and beyond, our SEO services agency in Miami ensures your business stands out online. m8-group.com

[rotzaprachim]

definitely think there’s way too binary an understanding of “working class policy” and “middle class policy” in politics that’s about politicized ideas over…. Everyone. Which is not to say that politics are out of touch with the working class, they are, but part of how they are is labeling policies that do affect working class people or class mobility as frou frou middle class concerns or else not seeing the issues of how they apply to the working class. anyway reading an article on Marie gluesenkamp Perez, who seems above all like a shrewd politician also pushing an image of “working people” America, but it’s interesting that her description of working class America is also so politicized - to being blue collar rural labor market America, unlike AOC’s NYC constituency. But what really caught me was her also saying that college debt forgiveness wasn’t an issue for working class constituents, or acting like that was a huge dividing line between the middle class and working class and… it’s not. Who is she including in the working class? I live in a rural working class area, and know that blue collar professional salaries and “white collar middle class” county and engineering salaries in my area are about at parity - not to mention the masses of underpaid service workers. But also are teachers, county engineers, nurses, and whatnot not included in her description of the working class? What does that even mean anymore?

[1863-project]

Happy Mallard Day!

Most people in my country will be celebrating tomorrow, July 4th. I’m a bit unusual for an American in that I’m always more excited for July 3rd, because a remarkable feat of engineering history happened that day in 1938 (in multiple senses of the word). Today I’m going to tell the story of a locomotive named for a duck.

(Image: 4468 Mallard, a streamlined 4-6-2 Pacific locomotive, sitting pretty in York, England, United Kingdom. She is painted bright blue with red wheel spokes.)

The story begins well before July 3rd, 1938, of course - mechanical engineer Sir Nigel Gresley was well established in his position as the CME of the London and North Eastern Railway by that date. In 1923, his most famous creation, a 4-6-2 Pacific A1 numbered 4472, took to the rails for the first time. Originally numbered 1472, within a year of running between London to Edinburgh she received her more familiar 4472 after the LNER finally settled on a company-wide numbering scheme - and the name she’d be best known under, Flying Scotsman. She became the company’s flagship locomotive and solidified Gresley’s ability to design Pacifics in the mind of the public.

Her most important contribution to what I’m about to get into the meat of here, though, occurred on November 30th, 1934. On that date, pulling a light testing train behind her, Flying Scotsman hit 100 mph, becoming the first locomotive to hit that speed whilst being officially measured. Other locomotives may have reached 100 mph before, most notably GWR 3700 City of Truro and NYC 999, but this was the first time the speed was officially recorded, and so Scotsman got her name into the record books.

Dating back to the 19th century, railroads in Great Britain competed against each other in what was known as the Race to the North, in which they actively attempted to outdo each other and get passengers from the south, usually London, up to various destinations in Scotland. Nobody ever actually said they were racing, of course, but in retrospect it was pretty obvious what was going on as the railroads introduced faster and faster services. By the 1930s, the railroads had been consolidated into four companies - the Big Four (the Great Western, the Southern, the London, Midland and Scottish, and the heroes of this story, the London and North Eastern). The LMS controlled the West Coast Main Line, and the LNER controlled the East Coast Main Line. (This is important.) In 1927, the LNER started running the named train Flying Scotsman non-stop from London to Edinburgh, utilizing corridor tenders to perform crew changes at speed without stopping. Not to be outdone, the LMS beat them to the punch, running non-stop services between London and Glasgow and London and Edinburgh on their own, and it was officially on. Although speeds were still within a reasonable range at this point, both railroads knew they needed to go faster, and Sir Nigel Gresley looked to Germany.

In Germany, a new streamlined service called the Flying Hamburger had been introduced. This was a diesel train set that ran between Hamburg and Berlin at remarkably high speeds - it had an average speed of 77 mph and could hit around 99-100 mph at its maximum. For regular service, this was impressive, and Gresley wondered if the same could be done using steam power. He knew streamlining was the key, but the LNER knew that the diesels in Germany didn’t have the same passenger capacity as their steam locomotives could pull in carriages, so he needed to get creative. He looked to Bugatti for inspiration; their racecars, in their resplendent blue, were but one thing the car company was working on - they were making streamlined railcars, as well. Gresley took note of their designs, and his new locomotives would eventually pay homage by being colored Bugatti blue.

(Image: a Bugatti Type 54 racecar, painted in a vivid blue.)

By the time Flying Scotsman hit 100 mph in 1934 and another Gresley Pacific locomotive, A3 2750 Papyrus, managed to hit a whopping 108 mph without streamlining, the LNER knew that Gresley was capable of the task, and they allowed him to design a streamlined locomotive. Gresley set to work making improvements to his A3 design, and the first four A4s were born.

(Image: an unidentified A4 Pacific locomotive.)

The A4s were fast, hitting 112 mph on the inaugural run of the Silver Jubilee service between London and Newcastle in 1935. Gresley, of course, was not satisfied - he knew he could still improve his design, and at any rate, his competition over at the LMS was going to be trying to catch him. He went back to the drawing board to make the A4s even better.

As this was going on, the LMS was indeed playing catchup, and they introduced their beautiful Coronation class locomotives, designed to pull the Coronation Scot starting in 1937. The first several of them were streamlined in gorgeous, bright casings, and they caused a stir, taking the British speed record back at 114 mph in an attempt by 6220 Coronation that ended with a sudden braking and a whole lot of kitchenware being flung every which way in the dining car. Engineer/driver T.J. Clark and fireman C. Lewis kept her under control, but the passengers were not amused, and speed records were shelved for the time being...until, once again, Germany entered the fray.

Back in 1936, a German locomotive, the DRG Class 05, set a land speed record for steam, hitting 124.5 mph. Gresley was aware of this and had it in the back of his mind as he improved his A4s. He experimented with giving some of them a Kylchap exhaust system, an innovation developed by French locomotive designer André Chapelon after the work of Finnish engineer Kyösti Kylälä. Chapelon’s work went woefully under-acknowledged, but Gresley paid attention and appreciated his work, and it would pay off. Wind tunnel tests proved a bit frustrating at first until a fortuitous accidental thumbprint helped to move the smoke up and over the locomotive instead of in the crew’s faces, and the stage was set.

4468 Mallard rolled off the line at Doncaster Works on March 3rd, 1938, her name derived from Gresley’s love of breeding waterfowl. Indeed, many of her sibling locomotives were also named for birds, like 4464 Bittern, 4467 Wild Swan, 4902 Seagull, and 4903 Peregrine, but the duck was about to steal the show. Mallard spent the next few months getting used to working and being broken in so she wasn’t brand new, and on the day she turned four months old, it was time to make history.

Mallard’s driver that day was a 61-year-old grandfather named Joe Duddington. As a locomotive engineer, he was experienced and knew how to take calculated risks, and so he’d been assigned to pilot her. With him on the footplate was fireman Tommy Bray and his massive tattooed arms, ready to keep Mallard fed as they drove into the history books. They were performing a “brake test” that day, or so the LNER told most people, passengers included, but Joe and Tommy knew what was actually going on. In the cab with them was an LNER official, Inspector Jenkins, and attached to the train behind the tender was a dynamometer car, there to record Mallard’s speed throughout her run. Since this was an alleged “brake test” the dynamometer car didn’t raise any eyebrows right away. Gresley himself unfortunately wasn’t in the best health that day and was unable to be present himself, but there were enough LNER officials on hand to see to it that everything ran smoothly. Mallard was fitted with a stink bomb of sorts of aniseed in case the big end bearing for the middle of her three cylinders overheated, as the A4s had previously had difficulty with this, and she set out heading northwards. The return trip was where everything was going to get serious.

Upon turning around to return south to King’s Cross, passengers were finally informed of what was going to happen and were given the opportunity to disembark and take another train if they were worried, especially given what had happened during the LMS record attempt a year prior. Everyone agreed to stay on board. Joe Duddington turned his hat backwards, a reference to George Formby’s character in the film No Limit, and opened the throttle.

Mallard slid back onto the main line, headed towards Grantham, where the speed-up was to begin. Unfortunately, work on the track limited her to only 15 mph at this stage, and Joe Duddington got her through the Grantham station at only 24 mph instead of the 60-70 mph she should have been at. Nevertheless, she began to build up more and more speed as she climbed up Stoke Bank, and Duddington had her at a solid 85 mph at the summit.

“Once over the top, I gave Mallard her head, and she just jumped to it like a live thing,” Duddington recounted later in an interview. Her speed rapidly increased, and she was soon hitting 110 mph, at which point he told her, “Go on, old girl, we can do better than this!” Mallard responded, and by the time she was flying through a village called Little Bytham, a blur of blue paint and pumping rods and flying ash, she had well exceeded the LMS record and was even with the German DRG Class 05. The needle in the dynamometer car tipped up higher and higher and surpassed the Class 05 by slipping up to 125 mph...then, for about a quarter of a mile, reached even higher, at 126 mph. She’d done it.

Mallard had to slow down soon after because of a junction, but Joe Duddington and Tommy Bray were sure she could have gone faster had they not had to slow for construction - they believed she was capable of 130. The big end bearing did overheat, and Mallard was detached from the train at Peterborough and brought back to Doncaster to be fixed up, but not before one of the most famous photos in railroad history was taken:

(Image: the crew poses in front of Mallard, a 4-6-2 Pacific locomotive numbered 4468, immediately after setting the speed record. L-R: Tommy Bray [fireman], Joe Duddington [driver/engineer], Inspector Jenkins, Henry Croucher [guard/conductor]. Joe Duddington has turned his hat around to face the correct way again after having it on backwards during the record run. Photo credit: National Railway Museum.)

Joe Duddington actually stayed on a bit past his retirement age to help free up soldiers for the war effort. When he finally retired, on his final day of work, he drove Mallard one last time.

Sir Nigel Gresley himself never accepted the brief stint at 126 mph, instead saying his locomotive set the speed record at 125 mph. But history has accepted the 126 mph as the true top speed, given that Mallard was possibly capable of even more, and today she has plaques on her streamlined cladding to commemorate her feat. A second record attempt was planned to see if she could go even faster, but World War II broke out and the idea was scrapped.

Tommy Bray eventually got on the throttle himself, fulfilling his own dreams. Both men are honored in a cemetery in Doncaster with a new memorial headstone for Duddington featuring Mallard on it.

As for Mallard herself, she continued working until April 25th, 1963, at which point she’d clocked nearly a million and a half miles in service. She was pulled for preservation for obvious reasons, and today she lives at the National Railway Museum in York, along with her dynamometer car that recorded her history-setting run. Five of her A4 siblings also survive, and a few of them are operational to this day, including the one named for her designer, Sir Nigel Gresley. Of all of his ‘birds,’ the one that flew fastest was the humble duck.

For more on Mallard and her creator Gresley, here are a few resources:

Mallard: How the Blue Streak Broke the World Speed Record by Don Hale is a great book on the subject that I enjoyed thoroughly. It does have a Kindle edition if you’d prefer an ebook variation, as well, and most major book retailers carry it on their websites.

The National Railway Museum, Mallard’s retirement home, has a 3D experience/ride of sorts that simulates what it was like to be running with her that day, the video of which is online here. Note the music, which mirrors her three cylinders pumping away. The video isn’t able to be embedded, but you can watch it here. There’s also a child-friendly version, too.

Lastly, the appropriately named prog rock band Big Big Train did a song about Mallard called East Coast Racer, which regularly moves me to tears because this locomotive means so much to me and they tell her story so lovingly.

I actually recommend checking out the live version, too, because they show the photo of the crew at the end and every single time I start sobbing.

If you want to visit the old girl herself, she’s at the National Railway Museum in York in the UK, and they have a ton of amazing resources and incredible locomotives and rolling stock in their collection. I’d highly recommend checking them out if you can!

Happy Mallard Day, everyone. Fly far, fly fast, make history.

[dionysus-complex]

So last night I was reading Wikipedia articles about abandoned NYC subway stations (as one does) and stumbled upon one of the weirdest historical mysteries/conspiracy theories I've ever heard. Buckle in/grab on to the handrail for this:

Unsurprisingly for a 100-year-old, highly complex subway network, there are quite a few abandoned subway stations in NYC. Some of them are famous, like the gorgeous Romanesque Revival City Hall Station, or the Court St station in Brooklyn now in use as the New York Transit Museum. Others are more mundane, like the 18th Street station and the Worth Street station, both of which are disused stations on active subway lines that can be seen out the window of a passing subway car if you're paying attention. But by far the weirdest is the 76th Street station, which may or may not actually exist.

Basically, the IND Fulton Street Line is the line that carries A and C line trains from central Brooklyn to Queens (if you've ever taken an A train from downtown Brooklyn or Lower Manhattan to JFK Airport, that's the one). Just before the Brooklyn/Queens borough line, the line veers slightly north as it changes from a subway under Pitkin Ave (on the Brooklyn side) to an elevated line over Liberty Ave (on the Queens side). But originally, when this line was being extended toward Queens in the late 1940s, the plan was to continue the underground line further into Queens under Pitkin Avenue. Tunnels were dug to the present-day Euclid Ave station and then continued further beneath Pitkin Ave, toward a planned station at 76th Street and Pitkin (just barely over the Queens borough line).

On Nov. 28, 1948, this line is recorded as opening with service to 76th Street station, but almost immediately there was a controversy over whether, when, and how this 76th Street station had actually been built. Some engineers and tracklayers were quoted in the Times as saying they hadn't built anything past the borough line, but maybe someone else had. There was also a story on Dec 2 that quoted a local who noticed a new subway station entrance at 76th and Pitkin that had sprung up seemingly overnight. The Board of Transportation was unable to produce any contracts for construction of this mysterious station, and the line past Euclid Ave to 76th Street is recorded as having closed on Dec 20 after legal threats from unions, which suspected a coverup of non-unionized labor. Thereafter, any reference to the 76th Street station was purged on maps, signs, etc., although the signalboard at the Euclid Ave station evidently still has a taped-over portion which used to show the 76th street station.

Eventually, the line was extended by connecting the subway to the already-existing Fulton Street Elevated line, which is the path used today. A cinderblock wall apparently blocks off the end of the subway tunnel under Pitkin Ave, and a retired transit worker named Steve Krokowski told the NY Times in 2014 that he had tried to dig under the wall and found a track tie but was forced to stop when the hole began to cave in. He also mentioned a retired police officer and other unnamed colleagues who claimed to have seen the fully completed 76th street station, which may or may not have been accessible via a door that may or may not have existed in the cinderblock wall.

The intersection of Pitkin and 76th is now a populated residential area, and it's unlikely that anyone is ever going to excavate it to find the station. As far as anyone can tell, on the surface, there's no evidence (i.e. ventilation tunnels etc.) of a subway station existing beneath Pitkin and 76th. There seems to be one existing picture of the 76th street station from its brief time in service (you can view it here - scroll down almost to the bottom), but despite this, it seems like people are still skeptical that the station exists at all.

Sources/further reading:

-Wikipedia article on Euclid St station, with a section labeled "East of the station"

-Article on the station from Joseph Brennan's page on abandoned NYC subway stations

-NY Times article from 2014 in which Krokowski is quoted