public transportation – Page 3 – Geeky Girl Engineer

WMATA L’Enfant Plaza Fire

Posted on January 13, 2015 by geek

Today there was a fire in a WMATA subway tunnel near L’Enfant. The National Transportation Safety Board (NTSB) is now investigating, and I have confidence that they will do a thorough investigation. I have some questions about actions taken right after the smoke was reported that no one, or at least no one in the media I have seen, has asked. The station filled with smoke, and they evacuated it. WMATA stopped running green and yellow trains through L’Enfant. However they kept running blue, orange, and silver trains through, but these trains did not stop at the station, as they normally would. For those not familiar with L’Enfant Plaza Metro Station, orange, blue, and silver lines share the same track on the lower level, and yellow and green share the same track on the upper level. My question is, were they sure it was safe to keep sending the orange, blue, and silver trains through? I am not asking from the standpoint of the fire, because presumably, they traced the location of the smoke enough to know it was not in the lower tunnel. By safe, I mean because of the potential inhalation of smoke in the lower level tunnels. If the station filled with enough smoke that it needed to be evacuated, then how were they sure that smoke would not enter the trains running through it?

A couple of quick points:

Just because air smells bad doesn’t necessarily mean it is toxic or hazardous, but conversely, just because air smells fine doesn’t mean it is safe.
Particulate matter in air and/or smoke is in general not something you really want to breath, but there are different levels of toxicity associated with it. That is, some particulate matter is not more than just an irritant. However, the effect particulate matter has on a person is also affected by that person’s health. People with respiratory issues are more susceptible to any effects.
Exposure to hazardous or toxic materials can cause effects on different time scales. People who were trapped on the WMATA train in the tunnel, would have acute (short-term) effects from breathing the smoke, such as coughing and having trouble breathing. However, they were probably also exposed to chemicals whose effect is not immediate, such as carcinogens.

The questions I have, that I have not heard anyone ask include:

What is the air exchange rate between the subway trains and the surrounding air? Can the ventilation be turned off manually, so that there was no air exchange between the train and the surrounding air while the trains were near L’Enfant?
Were there any measurements taken of the air in L’Enfant, particularly on the lower level where the orange, blue, and silver trains were still running through? If so, what were the measurements of? Just measuring particulate matter will not indicate almost nothing about organic compounds or other chemicals in the air.
How far did the smoke spread?
Assuming air measurements were taken, did anyone calculate the amount of contaminants that people in the trains would be exposed to while running through the station based on time and air exchange rate?

My educated guess is that no air measurements were taken. There are probably some sensors in place to measure smoke, but depending on how that measurement is taken, it will tell you information about the particulate matter and that is it. I seriously doubt there was initially any sensors that measured organic compounds or any other type of compounds in the air. I have my doubts that any portable system was put in place during the response. The priority would have been evacuating people (as it should have been). It is possible that WMATA had some qualitative data that there was not much smoke on the lower level. That is, someone may have looked at a video screen and decided the air didn’t look bad. However, unless they had actual quantitative data of what was in the air, then visual assessment of air is a really bad way to make assessments on the quality of the air.

The early statements by WMATA and all other sources, like the fire departments involved, was that they did not know the source of the fire, location or cause. Thus they could not have possibly known what was burning and what would be in the air. For example, if wood is burning, you can expect certain chemicals in the air. If rubber is burning, you can expect different chemicals in the air. WMATA probably decided that the air on the lower level didn’t look that bad, and the trains would go through the station quickly enough that very little exposure would occur. They very well may be right, but with no data and no statements about any calculations, they have no way to prove that. Also, did they inform their passengers of this? If I was on a train, and I knew that the train was going to go through, but not stop, at a station that was filling with smoke, I would get off the train. I don’t feel the need to expose myself unnecessarily to hazardous substances, even if in small amounts. I do not like standing near people who are smoking. The second hand smoke may only minimally increase my risk of disease, but I still don’t see the need for that tiny increase. Thus, was WMATA considering passengers’ exposures at all? Furthermore, did they communicate the possibility of exposure to their passengers on the orange/blue/silver lines to allow their passengers to make their own educated decision about staying on the train? My guess is the answer to both those questions is no, and that is another thing to which WMATA should be made to respond.

NY Subways

Posted on December 26, 2014 by geek

On my last trip to New York, I took a tour with the New York Transit Museum that included a subway ride through the Jamaica Maintenance Shop yard and the tunnels through it. Even cooler, the train conductor kept the door open to the train control room, so we could go in and take a few pictures out the front window of the train. Normally when on a subway train, you can only see stuff go flying by out a side window, so being able to see the tunnels through the front, allowed a much better view. In some places they were working in the tunnels, so there were a lot of lights lit, which allowed even better viewing.

Subway tunnel surfacing to ground level

Jamaica Maintenance Shop yard

Subway car wash

Subway tunnel

Subway tunnel spliting

Subway tunnel right before station

Subway tunnel entering station

Bergen Sign Shop

Posted on October 30, 2014 by geek

Collection of old signs on the shop’s wall

I recently had a chance to tour New York City’s MTA’s Bergen Sign Shop. The Bergen Sign Shop is where all the signs for MTA’s subways are made and possibly a few other signs. The wonderful employees came in on a Saturday so that they could take two tour groups, from the New York Transit Museum, through the shop and show us how they make the signs. It was really neat to see and also interesting to hear how things have changed from the way things used to be made. Computers are now used for much of the process where as like many things, they used to have to be done by hand. Some of the signs they make are made like many of us make signs with regular ink jet printers, although they have massive printers with the biggest ink cartridges I have ever seen.

Safety first signs being printed in bulk. As an engineer, I particularly enjoyed seeing this.

All the “buttons”, the colored circles with the subway line letter or number, are printed on rolls of colored vinyl with adhesive backing. The line’s letter or number is then printed in black or white. A machine also cuts the circle into the vinyl, so employees just have to remove the excess from around the circles.

Rolls of vinyl in various colors ready for the printer. C line buttons being printed.

Drawer full of ready to go buttons. The buttons are made in 7 standard sizes.

They have another machine that just does detailed cutting of vinyl rolls. Once the vinyl has been cut, the excess is removed, and letters, numbers, and symbols are left in place. The letters are already spaced properly like they would be from a printer and are then transferred as a unit by an employee to a sign.

Roll of vinyl leaving the cutter.

The below, very short video is a series of photographs of an employee showing how he transfers the cut letters to a sign. The method he uses keeps all the letters spaced properly as they were spaced by the computer. The letters are transferred from the vinyl roll to transfer paper then to the sign.

Once the letters, buttons, etc. are on the sign, the sign is then laminated. It is later sent to the tin shop to be applied to a metal frame.

Sign being laminated

There is another machine that engraves signs and also applies to plastic beads to make braille signs.

Engraving machine

Temporary location sign with Braille.

In a separate room, they make frosted glass signs by applying a template and coating the glass with uv-activated substance. Ultraviolet light is then applied, and anything not covered by the template will be frosted.

Glass placed into machine where a vacuum will be applied and then it will be treated under ultraviolet light

Sign about to be treated under ultraviolet light

Sign being treated under ultraviolet light

Glass after being treated with uv light

In the back, they had the finished signs stacked up ready to be installed. They also had a supply of generic signs used in various places.

Spare generic signs stacked in storage

Finished signs ready to be installed

It was a really fun tour, and it was really neat to learn how the signs are made. Thanks to the New Your Transmit Museum and MTA employees for allowing us to take this tour and showing us how they do everything!

About Those Rail Ties, WMATA

Posted on January 21, 2014 by geek

WMATA’s new rail ties ad

Dear WMATA,

I saw your new ad while I walking into the Metro the other day. That is, the new ad where you tell your riders that your installing new rail ties to give us a more comfortable rise. Considering the purpose that rail ties serve, I am hopeful this type of maintenance will also give us customers a safer ride, but I’m not going to quibble on that. First, I would like to thank you for at least not insulting your customers, making an incredibly sexist stereotype, or presenting a vague statistic with absolutely no context that really conveys nothing in this ad, like you did in a certain ad from this new series of ads. I would also like to commend you on doing actual maintenance on your rail system. As an engineer, I am more aware than many of how important and needed regular maintenance is, and from what I have heard in the news, you weren’t actually aware of this fact until several years ago.

However, I do have a question for you about these new rail ties that you admit that we, the customers, might not notice. Exactly how would you like to your customers to notice these fantastic new rail ties? I mean this in all seriousness. After I saw this poster, I made a point of looking at the rail ties while I was standing on the platform waiting for my train. Both my originating and destination stations on this particular day were underground, and what I noticed is that there were no rail ties underneath the track in front of the platform. The rails were held in place by metal bracing of some sort that was attached directly to the concrete beneath the tracks and did not tie the two tracks together. As my name Geeky Girl Engineer might suggest, I am in fact a geeky engineer, and thus I became intrigued by this metal bracing holding the tracks at the platform. Thus far my internet searches have not led me to information as to what these braces are called, but since the braces only hold one track, they don’t seem to actually be rail ties. However, I could be wrong, and if you would like to educate me on what they are called, I would be happy to learn about it (in all seriousness).

The other thing I noticed about the track in the station, is that it is really hard to notice the rail ties or braces. To begin with, the station is dark. Second, the area where the track is, is mainly different shades of black as it’s rather dirty. I wouldn’t expect it to be clean, but the darkness makes it difficult to see any level of detail. Also, the platform tile closest to the edge is rather textured, and this makes it uncomfortable to stand there for very long to examine the tracks. I realize the textured tile is a safety design to make people realize how close to the edge they are and to keep people from standing there while waiting for the train and thus potentially falling onto the track. I think this is a good safety, and I am certainly not arguing against it. I am just pointing out that between the textured tile and simply not wanting to get too close to the edge, conditions are not really conducive to a person examining or admiring your new rail ties.

As for the rail ties that are under track between stations, well, those are kind of hard to see also. The Metro, as you are of course aware, is underground a significant portion of the time. There is no way to view rail ties at all while the train is underground. There is no way to view anything outside the train while the train is in motion underground. Quite frankly, you should be aware of this. I also looked at the track while the train was in motion above ground. I was able to view the track and see that there are wood ties holding the track in place, but that honestly was about it. Again, the train was in motion making it difficult to really examine details of the ties. I couldn’t say whether the ties I viewed were new or old. I’m not actually sure how I would be able to tell the difference. I’m fairly sure that old ties would be dirtier and probably darker than new ties, but I am not sure to what degree. Presumably if I saw an old and a new one side by side, I could tell the difference, but except for that case, I am not sure how I would. Thus, it would be nice if your ad touting your new rail ties would have educated me on how to tell the difference.

Again, I commend you for your maintenance work. I thank you for not insulting me or stereotyping me. However, I think you might want to rethink your ad. For safety reasons, I think it would be best if you did not encourage your customers to examine your rail ties.

Your observant and educated customer,

Geeky Girl Engineer

Let’s Talk Stats, WMATA

Posted on December 4, 2013 by geek

The Washington Metropolitan Area Transit Authority (WMATA) has problems. Lots and lots of problems. They’ve had an ad campaign called “Metro Forward” for a while now trying to let people know how they are using the money that customers pay to improve the system and do much needed upgrades and renovations. The customers, including myself, want a reliable safe system, not a PR campaign though. Recently they have unveiled a few new ads that in most people’s opinions are sexist, stupid, and somewhat confusing. The ads consist of posters with either two men or two women talking. A few examples that I have been able to find:

Woman 1: “A Metrobus travels 8,260 miles between breakdowns. Didn’t know that, did you?” Woman 2: “Can we just talk about shoes?”

Man 1: “A Metrobus travels 8,260 miles between breakdowns. Didn’t know that, did you?” Man 2: “Can we just talk about sports?”

Man 1: “When we take Metrobus, do you think we’ll get to ride the new 32-foot Orion model, or the latest Xcelsior model?” Man 2: “Dude, it’s a bus.”

Woman 1: “I love the way the tamping process aligns and elevates the rails for Metro, don’t you?” Woman 2: “I have no idea what you just said.”

Man 1: “So Bobby, did you catch all those new rail fasteners on Metro today?” Man 2: “No Billy, not so much.”

So WMATA, I’d like to speak to you as a woman and as an engineer. First, the last two ads that I have listed, about the tamping process and rail fasteners, I don’t even understand these. I have a vague understanding what these mean, and if I bothered to spend time on the internet researching, I have no doubt I would understand it better. However the average customer is not going to know what this means, and quite frankly, nor should they be expected to know. Furthermore, these posters seem to insinuate that there is something wrong with them because they don’t know. If things work properly in engineering and technology, people never know how things work, and there is nothing wrong with that. It is only when people’s ignorance of how things work can mess up a system, that engineers really care that they are ignorant. [Example, people who pour grease down the drain and not understanding the problems in the wastewater pipes to which this can lead.]

As for the ad where Man 1 asks which type of bus they will be on, Man 1 is clearly a bus geek, and Man 2 clearly is not. I respect Man 1’s geekitude, even though I don’t share it about buses. Man 2 does not respect the geekitude. How are they friends?

Now, let’s address the ad that is causing the most trouble for you WMATA. The one about the average bus breakdown rate. Most women think this is sexist because Woman 2 just wants to talk about shoes. So let me be clear, it IS a sexist ad. However, in your defense, the male version makes Man 2 look shallow also, so I guess that’s a win-win at making both sexes look stupid. I mean I like shoes. Most women like shoes. I like sports, not as much as many men and women, but I can have a conversation about it. Here’s the thing though. Shoes are not my sole interest. I am I nerd, and I would love to talk about the breakdown rate of your buses. That’s what you say you want, to get people to talk about the system’s reliability. So let’s talk about it.

You claim that “a Metrobus travels 8,260 miles between breakdowns.” Is that the mean or the median? What is the standard deviation? Can you give me a plot of the data? Are the data normally distributed? What is the skewness and kurtosis of the data? I would be willing to bet that your bus breakdown data has some really nice skewness. I bet your new buses work rather nicely, and your old buses don’t. Hence, your new buses probably can go much longer than 8,260 miles between breakdowns, but your old buses probably can go much less. Is one or the other skewing the mean and by how much? How does this lovely statistic that you are presenting to us compare with other DC area buses like those of ART, CUE, DASH, etc.? How does it compare with the breakdown statistics of other large metropolitan bus systems like New York, Los Angeles, Chicago, Houston, etc.? You are presenting a statistic in a vacuum, and it is almost meaningless.

To get past that breakdown statistic, what are your on-time statistics, you know those statistics your customers actually care about? Most WMATA riders really don’t care what kind of bus they are on. They just want a bus runs on time, and actually picks them up at their bus stop, instead of leaving them because either the bus is too full or for reasons the customer never finds out, the bus just doesn’t show or stop. [Yes, this has happened to me several times.]

Speaking as a customer, I don’t want a PR campaign at all. I most definitely don’t want a PR campaign that makes my fellow riders look like fools. I want a system that works. I want a transit authority that actually responds to customer complaints. I want a transit authority that does more than send a automatic form response when I submit a complaint about a driver running a red light. I want to know that things will actually change and improve, and right now WMATA, you just keep failing at that, and this PR campaign does nothing to improve things. In fact, it makes things worse.

Staten Island Ferry

Posted on November 18, 2013 by geek

View of Manhattan from ferry

One of the best deals in New York is the Staten Island ferry. It runs from Battery Park in downtown Manhattan to St. George on Staten Island. It has wonderful views of downtown Manhattan, downtown Brooklyn, Jersey City, the Statue of Liberty, and all parts of the Upper Bay. The best part is that it is completely free. If you go, don’t just get off the ferry and get on the next one back to Manhattan. Exit the terminal building and go onto the attached deck. It has spectacular views across the Upper Bay.

View of Governor’s island from ferry

View of Verrazano-Narrows Bridge from ferry

View of Statue of Liberty from ferry

View of Ellis Island from ferry

View of East River from ferry

View of Brooklyn from ferry

View across Upper Bay from St. George

View of Jersey City from St. George

View of Manhattan and Statue of Liberty from St. George

View of Brooklyn from St. George

Old NY City Hall Subway Station

Posted on November 17, 2013 by geek

Entrance from platform to mezzanine level

Saturday, I got to tour the abandoned New York City Hall subway station. The New York Transit Museum gives tours of it a few times a year, and this tour is completely worth the membership in the museum. The old City Hall subway station was originally the southern terminal of the original Interborough Rapid Transit (IRT) subway route. The station is located on a single 600-foot long track loop that is located south of the current City Hall/Brooklyn Bridge subway station. The track loop is still used by the #6 subway line. After a #6 train drops off passengers at the City Hall/Brooklyn Bridge station from a southbound route, it then uses the loop to return to that station as a northbound train. For our tour, we met at the southern end of the City Hall/Brooklyn Bridge subway station, and then once all passengers had been offloaded from a southbound #6 train, we got on for the short trip to the old City Hall station.

The old City Hall station has a platform that is 400-feet long and is completely curved. This short and completely curved platform is part of the reason why the station is no longer used. The ten-car trains now used don’t fit in the station, and it is a serious hazard stepping off the train to that platform. [Our MTA guides used a short wooden platform to allow us to easily and safely get off the train onto the platform.] The station was closed in 1945 because passengers preferred the Brooklyn Bridge station due to its longer and straight platform and also because both local and express trains stopped there.

The station is completely gorgeous. There is a mezzanine level where passengers would buy tickets. The mezzanine is square with four arches that form each of the walls, and an arched ceiling joins the four arched walls. At the center of the mezzanine ceiling is a glass skylight. One of the arches of the mezzanine forms a passageway that leads down to the platform. The platform is then made of 15 more arches. Three of the arches have three glass skylights each. Electric chandeliers hang from each of the arches to provide light. All of the arches are created by Guastavino tile arches. The walls and ceilings are covered in green, brown, and cream tile. Interestingly, much of the cream tile is unglazed and rigged. Evidently this tile was never supposed to be exposed, it was rigged and unglazed because it was supposed to be covered with cement, and the ridges would provide more surface are for the cement to stick, in the same way as when tiling, the ridged side of a trowel is used to create ridges in the cement before placing the tile. However once the tile was placed, the station architects liked how the exposed ridged tile looked.

On stairs from platform looking up to mezzanine

Mezzanine ceiling

Mezzanine skylight

Mezzanine skylight glass

Stairs from mezzanine to surface. Doors now close off the exit.

Tiles on the mezzanine walls

Arch of passageway to surface. The Guastavino tile arch system can be seen easily.

Close up of tile on arched passageway from mezzanine to platform

Tile on mezzanine wall. Ridges on unglazed white tile can be seen.

Skylight above the arch that leads from the platform to the mezzanine

The middle arch on the platform where the passageway from the mezzanine ends. The arch has three skylights. Opposite the passageway are three plaques commemorating those who helped in the station’s creation.

The platform. It is completely curved.

The end of the platform.

Chandeliers hang from each platform arch

The skylights in one of the platform’s arches.

One of the platform’s skylights. The glass has fallen out of one of them, and the glass in the street level concrete can be seen.

A #6 train passing through the station. A huge gap exists between the train and platform edge.

One thing I have always appreciated about the New York subway system is the tile work. All the stations have tile work, and generally each station has a somewhat unique tile work for at least the station signs. Some stations have really unique and beautiful tile work for example the Times Square and American Museum of Natural History stations. The tiles themselves in the old City Hall station are not gorgeous, but the way they are placed together in the arches are. Therefore for final comparison, below are the station signs at the old City Hall station and the new City Hall/Brooklyn Bridge station.

Old City Hall station sign

Modern City Hall/Brooklyn Bridge station sign

Delancey Williamsburg Bridge Rail Terminal

Posted on November 14, 2013 by geek

I joined the New York Transit Museum this year so that I could go on some of their members only tours of some real cool transit places. Today I toured one of those places, the old Essex/Delancey trolley terminal from the Williamsburg Bridge. Trolleys from Brooklyn came across the Williamsburg Bridge to Manhattan and then turned around in this terminal. Trolleys in Brooklyn were evidently on a different rail system type and thus couldn’t continue onto the Manhattan rails. I won’t try to give the history, as so many places can be found, which do it much better, such as this one. The terminal is right next to the Delancey and Essex subway stations and can be seen from part of the platform. Inside the terminal area, some of the old tracks, paver stones, and rails can be seen. While I found those interesting, I also just loved being able to walk in a behind-the-scenes area that the general public usually can’t access.

Another thing I found interesting was the condition of the columns and beams. Like almost all parts of the New York underground, the area is continual being eroded by water that seeps in from groundwater and storm water that flows through various cracks in the utility areas. Thus much of the metal support structures were badly rusted. Some parts of the area have been rehabbed but not all. It was a stark reminder of how continual maintenance is needed on essentially everything humans build. If you are not an engineer, you can be forgiven for not understanding that once something is built, it still needs maintenance. It can’t just simply be left to itself to continually function properly for all eternity. Unfortunately most politicians, who hold the purse strings to maintenance funding, don’t seem to understand this.

There is an idea or plan by some to turn the area into an underground park called the Lowline. It would be incredibly interesting to see that if it happens. In the meantime, I’m glad I got a look at this piece of New York’s transportation history.

View of Delancey Terminal from subway platform

View of subway platform from the Delancey Terminal

Subway train passing by Delancey terminal

Wide view of Delancey terminal with old track monitoring office in background

Wide view of Delancey terminal, old tracks can be seen in foreground

Wide view of Delancey terminal parts of which are wet from normal seepage

Old track in paver stones terminating at a more modern tiled wall

Old track in paver stones

Old tracks

Old rail, which is held inside a wooden casing. Wood was used since it doesn’t conduct electricity, and rail was electrified.

Rusted column

Rusted beams and columns

Rusted beam

Stalactites from water seepage near rusted metal

Rusted and rehabbed beams

My Pedestrian Life

Posted on July 1, 2013 by geek

Over two years ago, I moved to the Washington, DC area, specifically Arlington, VA. I bought a house very close to many bus lines so that I wouldn’t have to use my car at all to get to work. I happily take public transportation, even if it takes a little longer, if it means I can avoid driving, especially during rush hour, especially in an area with awful traffic like Washington. In particular, I didn’t want to have to worry about driving in the snow that Washington sometimes gets. Four years of college in Colorado taught me that as a born and bred Southern, I don’t and shouldn’t drive in the snow. [To everyone in the Washington, DC metropolitan area: you’re welcome.]

The main goal was to not use my car to drive to work. My employer gives its employees a public transit subsidy, so not only do I save money not buying gas, but I also don’t have to pay the bus and subway fare. The buses run late enough that when I go to events in DC, I can just use public transit to get there and back. This is particularly nice as there is no parking in DC, and the streets are designed in some crazy way to confuse the British should they come invading again. Then as I started using public transportation, I found that it was just plain easier than dealing with driving and as importantly parking in the area. I started using public transportation on Sunday mornings as I explored churches. The church of which I am now a member is in DC and offers free valet parking. I still prefer public transit, even though it takes longer. Then I started using public transit more and more to do errands such as the grocery, especially when they could be done on my way home from work.

Funny thing happened as I used public transit more and more, my walking increased more and more. To a certain extent that should be obvious. Public transportation rarely drops you off at your exact destination or picks you up at your exact starting point so a little walking will be involved. However, I also started walking in lieu of public transportation. It is sometimes easier just to walk a certain distance than trying to figure out what bus will take you there, or particularly when the public transportation in question is Metro, it can be just plain faster to get there with your feet.

When I walk, I can explore. I can observe. When I drive, I can’t really explore anything other than the road. When I’m on the bus or the subway, I can explore a little bit but not to the degree when I am on foot. I am still new to the area, so exploration on foot helps me get to know the area. My office building is about 0.7 miles from my bus stop. There is a bus that runs between the two that I used to take. Sometime last year, I started walking the distance in the afternoon after work. Then I started walking it in the morning to the office also. Now I always walk it. There is no more exploring I can do on that route because I have walked it so many times, but now I people watch. As I try to arrive and leave work at the same time everyday, I have a regular time I normally walk to and from the office, and I have started to recognize other people who share some sort of routine during those same periods. Based on their uniforms, there is a uniformed federal police officer, a helicopter pilot, and another person, sometimes two, who have coffee together every morning in a fast food restaurant I pass. In the afternoon, there is a very serious looking federal agent in a suit (and his badge clipped to his belt) with a briefcase on wheels that I pass somewhere within a two block space if both of us are on schedule. I have fun finding people who have a routine and spotting them everyday. The area where I work has numerous military personal who work in nearby office buildings. I have started trying to learn what all the different insignia on their uniforms mean. This is even more complicated in this area as about once a week, I pass a non-US military person. Identifying their country and military branch is a challenge unto itself. Memorizing the uniform features so I can later try to identify it gives me a challenge to do on my walk.

Another really nice benefit of all my walking is it has made me a healthier person and caused me to lose weight. Last year by simply walking more and more and not bringing any more sweets home, I lost about 20 pounds. I didn’t change anything else, and I wasn’t really trying to lose weight. The weight loss was slow, over the course of about nine months. Don’t get me wrong, the weight loss was really nice, but every time I went to my physician, and she informed me I had lost more weight, it came as a nice surprise.

Now, I love my pedestrian life. I try to use my car as little as possible. I will always need it when I have to run an errand that is simply too inconvenient to walk or use public transit, or I need to transport something too big for either of those. However, whenever possible, I will try to go without it. Now it is like a challenge to see how I can gets things done without the car. A challenge that lets me explore and become a healthier person.

NY Transit Museum

Posted on June 2, 2013 by geek

As should be completely obvious from the name of this site, I am in fact a geek. Specifically, I am a geek about about all things science and engineering. I visited the New York Transit Museum on my most recent trip to New York City, and I loved it. I can see how if you are not a geek or into mass transit, you might not enjoy it. The museum is housed, quite fittingly, in an abandoned subway station in Brooklyn.

The museum starts with exhibits on how the subway tunnels were built. It does a really good job of portraying the amazing work and hardships the workers endured and how they had to fight for the pay they deserved. We now have modern tools, tunnel boring machines, and much stricter safety standards. They for the most part had picks, wood, concrete, and brute strength. It has some exhibits of the tools used including surveying tools. I took surveying in college, so I went into geek mode when I saw the below exhibit. I used a transit in surveying, but it was a more modern one. [Modern surveying is done with a theodolite, but you have to learn the basics first with a chain, transit, and plumb.] Next to the transit in the photo is a linked chain. It is labeled as a surveying chain. Personally, I think they should label it more properly and specifically as Gunter’s chain, which by the way is 66 feet long, and the tool by which much of United States and other countries were originally surveyed. I had never actually seen a Gunter’s chain before, so I enjoyed seeing one. In surveying I learn to throw a chain and survey with a “modern” chain, which is a steel tape type chain.

It has exhibits on how the subways are powered, including information on electricity generation and transmission.

It has a history of mass transit in New York City, including the various forms of mass transit starting with horses. It also has exhibits on buses, and when I was there, it had a special exhibit on the past Miss Subways, which I had no idea had been a thing. They used to have a beauty pageant for everything I guess. As it is housed in an old subway station, on the old station platform, they have several old subway trains from the first models up to modern ones. You can walk through them, which is kind of neat.

Also within the subway platform is, what I think they called, a subway switching tower. It was the control area to watch and regulate where the trains were.

Finally upstairs, they have some exhibits that I am fairly sure you just have to be a geek to love. They have an exhibit of old turnstiles.

Perhaps my favorite, is an exhibit of various subway coin slugs that people have used to try to avoid paying the fare. Some were quite inventive. Some were just hilarious.

That was my visit to the New York Transit Museum. If you love mass transit, or you are a geek, go check it out when in New York.