Rails Use Double Quotes

My arms broke free from my control. My left hand reached for his face, his hair, to wind my fingers in it. My right hand was faster, was not mine. Melanie's fist punched his jaw, knocked his face away from mine with a blunt, low sound. Flesh against flesh, hard and angry. The force of it was not enough to move him far, but he scrambled away from me the instant our lips were no longer connected, gaping with horrorstruck eyes at my horrorstruck expression. I stared down at the still-clenched fist, as repulsed as if I'd found a scorpion growing on the end of my arm. A gasp of revulsion choked its way out of my throat. I grabbed the right wrist with my left hand, desperate to keep Melanie from using my body for violence again. I glanced up at Jared. He was staring at the fist I restrained, too, the horror fading, surprise taking its place. In that second, his expression was entirely defenseless. I could easily read his thoughts as they moved across his unlocked face. This was not what he had expected. And he's had expectations; that was plain to see. This had been a test. A test he'd thought he was prepared to evaluate. But he'd been surprised. Did that mean pass or fail? The pain in my chest was not a surprise. I already knew that a breaking heart was more than an exaggeration. In a flight-or-fight situation, I never had a choice; it would always be flight for me. Because Jared was between me and the darkness of the tunnel exit, I wheeled and threw myself into the box-packed hole. I was sobbing because it had been a test, and, stupid, stupid, stupid, emotional creature that I was, I wanted it to be real. Melanie was writhing in agony inside me, and it was hard to make sense of the double pain. I felt as thought I was dying because it wasn't real; she felt as though she was dying because, to her, it had felt real enough. In all that she'd lost since the end of the world, so long ago, she'd never before felt betrayed. 'No one's betrayed you, stupid,' I railed at her. 'How could he? How?' she ranted, ignoring me. We sobbed beyond control. One word snapped us back from the edge of hysteria. From the mouth of the hole, Jared's low, rough voice - broken and strangely childlike - asked, "Mel?" "Mel?" he asked again, the hope he didn't want to feel colouring his tone. My breath caught in another sob, an aftershock. "You know that was for you, Mel. You know that. Not for h- it. You know I wasn't kissing it." "If you're in there, Mel..." He paused. Melanie hated the "if". A sob burst up through my lungs and I gasped for air. "I love you," Jared said. "Even if you're not there, if you can't hear me, I love you.

Well, well, he clucked, narrow-set eyes peering at her around a hooked nose. “If she stays with this ship, I might stop protesting. Can’t say I’d turn down a taste of that tart.” Her cheeks burning, Sophia turned to Gray. To her horror, she watched as his mouth tipped in a smirk. Almost a smile. Curse him, he even chuckled as he strolled back across the deck to face Mallory. Was that how he saw her now, too? As a tart? Just another of his countless paramours? They might as well have been right back in that seedy tavern on the Gravesend quay, when she’d mistaken him for a gentleman-and he’d looked at her and seen only a bit of skirt. “Mr. Mallory,” he said, striking his habitual pose of arrogant swagger, “I’d like to thank you.” “For what?” “For giving me an excuse to do this.” Gray swung his fist, putting the full force of his body behind the blow. The punch connected with Mallory’s jaw, sending him reeling against the ship’s rail. Before Sophia could even draw breath, Gray hit him again, this time delivering a solid blow to the stomach. With a choked groan, Mallory doubled over his boots and crumpled to the deck. “I told you, I don’t like violence,” Gray forced out, shaking his hand as he stood over Mallory’s writhing form. “But I’m not above using it.

All the many successes and extraordinary accomplishments of the Gemini still left NASA’s leadership in a quandary. The question voiced in various expressions cut to the heart of the problem: “How can we send men to the moon, no matter how well they fly their ships, if they’re pretty helpless when they get there? We’ve racked up rendezvous, docking, double-teaming the spacecraft, starting, stopping, and restarting engines; we’ve done all that. But these guys simply cannot work outside their ships without exhausting themselves and risking both their lives and their mission. We’ve got to come up with a solution, and quick!” One manned Gemini mission remained on the flight schedule. Veteran Jim Lovell would command the Gemini 12, and his space-walking pilot would be Buzz Aldrin, who built on the experience of the others to address all problems with incredible depth and finesse. He took along with him on his mission special devices like a wrist tether and a tether constructed in the same fashion as one that window washers use to keep from falling off ledges. The ruby slippers of Dorothy of Oz couldn’t compare with the “golden slippers” Aldrin wore in space—foot restraints, resembling wooden Dutch shoes, that he could bolt to a work station in the Gemini equipment bay. One of his neatest tricks was to bring along portable handholds he could slap onto either the Gemini or the Agena to keep his body under control. A variety of space tools went into his pressure suit to go along with him once he exited the cabin. On November 11, 1966, the Gemini 12, the last of its breed, left earth and captured its Agena quarry. Then Buzz Aldrin, once and for all, banished the gremlins of spacewalking. He proved so much a master at it that he seemed more to be taking a leisurely stroll through space than attacking the problems that had frustrated, endangered, and maddened three previous astronauts and brought grave doubts to NASA leadership about the possible success of the manned lunar program. Aldrin moved down the nose of the Gemini to the Agena like a weightless swimmer, working his way almost effortlessly along a six-foot rail he had locked into place once he was outside. Next came looping the end of a hundred-foot line from the Agena to the Gemini for a later experiment, the job that had left Dick Gordon in a sweatbox of exhaustion. Aldrin didn’t show even a hint of heavy breathing, perspiration, or an increased heartbeat. When he spoke, his voice was crisp, sharp, clear. What he did seemed incredibly easy, but it was the direct result of his incisive study of the problems and the equipment he’d brought from earth. He also made sure to move in carefully timed periods, resting between major tasks, and keeping his physical exertion to a minimum. When he reached the workstation in the rear of the Gemini, he mounted his feet and secured his body to the ship with the waist tether. He hooked different equipment to the ship, dismounted other equipment, shifted them about, and reattached them. He used a unique “space wrench” to loosen and tighten bolts with effortless skill. He snipped wires, reconnected wires, and connected a series of tubes. Mission Control hung on every word exchanged between the two astronauts high above earth. “Buzz, how do those slippers work?” Aldrin’s enthusiastic voice came back like music. “They’re great. Great! I don’t have any trouble positioning my body at all.” And so it went, a monumental achievement right at the end of the Gemini program. Project planners had reached all the way to the last inch with one crucial problem still unsolved, and the man named Aldrin had whipped it in spectacular fashion on the final flight. Project Gemini was

Transforming a car-clogged street into inviting shared space doesn’t always require heavy machinery, complicated reconstruction, or millions of dollars. Planners can reorder a street without destroying a single building, double-decking a street, or building a streetcar, light rail system, or highway interchange. It can be accomplished quickly by using the basic materials that every city has access to—in New York City’s case more than six thousand miles of streets—and the basic stock that all city transportation agencies already have in their supply depots or available through existing contracts. Yes, I mean paint. Hundreds

Their owners returned to Philadelphia each fall, leaving the resort a ghost town. Samuel Richards realized that mass-oriented facilities had to be developed before Atlantic City could become a major resort and a permanent community. From Richards’ perspective, more working-class visitors from Philadelphia were needed to spur growth. These visitors would only come if railroad fares cost less. For several years Samuel Richards tried, without success, to sell his ideas to the other shareholders of the Camden-Atlantic Railroad. He believed that greater profits could be made by reducing fares, which would increase the volume of patrons. A majority of the board of directors disagreed. Finally in 1875, Richards lost patience with his fellow directors. Together with three allies, Richards resigned from the board of directors of the Camden-Atlantic Railroad and formed a second railway company of his own. Richards’ railroad was to be an efficient and cheaper narrow gauge line. The roadbed for the narrow gauge was easier to build than that of the first railroad. It had a 3½-foot gauge instead of the standard 4 feet 8½ inches, so labor and material would cost less. The prospect of a second railroad into Atlantic City divided the town. Jonathan Pitney had died six years earlier, but his dream of an exclusive watering hole persisted. Many didn’t want to see the type of development that Samuel Richards was encouraging, nor did they want to rub elbows with the working class of Philadelphia. A heated debate raged for months. Most of the residents were content with their island remaining a sleepy little beach village and wanted nothing to do with Philadelphia’s blue-collar tourists. But their opinions were irrelevant to Samuel Richards. As he had done 24 years earlier, Richards went to the state legislature and obtained another railroad charter. The Philadelphia-Atlantic City Railway Company was chartered in March 1876. The directors of the Camden-Atlantic were bitter at the loss of their monopoly and put every possible obstacle in Richards’ path. When he began construction in April 1877—simultaneously from both ends—the Camden-Atlantic directors refused to allow the construction machinery to be transported over its tracks or its cars to be used for shipment of supplies. The Baldwin Locomotive Works was forced to send its construction engine by water, around Cape May and up the seacoast; railroad ties were brought in by ships from Baltimore. Richards permitted nothing to stand in his way. He was determined to have his train running that summer. Construction was at a fever pitch, with crews of laborers working double shifts seven days a week. Fifty-four miles of railroad were completed in just 90 days. With the exception of rail lines built during a war, there had never been a railroad constructed at such speed. The first train of the Philadelphia-Atlantic City Railway Company arrived in the resort on July 7, 1877. Prior to Richards’ railroad,

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