Archive for the ‘George Washington Bridge’ Category
stole timid
Thursday
– photo by Mitch Waxman
You want to know what heavy traffic is like? When the driver of a car on a highway has the time and opportunity to stick a camera through his car’s moon roof and take night photos, that’s what heavy traffic is like. After our all day drive from Pittsburgh to NYC which moved at 70-75 mph for hundreds of miles, we ground down into the evertraffic leading to the George Washington Bridge in New Jersey. I had crossed half of the state of New Jersey in the time it took me to go the last ten miles on my way to that bridge. Uggh.
These pinch points leading to the landform of Long Island, with Brooklyn and Queens on its western edge, are the strategic weak points of NYC. The real estate people have managed to cut off all of the water access for freight traffic on the Hudson and East River frontages because “affordable housing,” so it’s up to trucks to feed and supply the millions who live on a very Long Island.
– photo by Mitch Waxman
Port Elizabeth Newark is thankfully growing by about 5-7% per year, and the port is the largest single driver of the regional economy of the NYC Metropolitan Area, after Wall Street. Unlike Wall Street, the port is constrained in its growth by the fact of these pinch points. All of that commercial activity has to flow into and across NYC to reach first Brooklyn and Queens, and then continue on to Nassau and Suffolk via either the Verrazzano Bridge on the south or the combination of the George Washington and Triborough Bridges on the north. These trucks sit and idle on neighborhood streets during their transit, painting the City with diesel soot.
Bike lanes ain’t gonna save ya, NYC. It ain’t Uber or AirBNB or any of the other entities which the politicians and activists like to blame that’s causing the traffic. It’s last mile delivery services like FedEx, Amazon, and UPS on the small scale and semi tractor trailers on the large. As the local economy expands, so does truck traffic, unless something changes.
Annoyingly, something like 40% of the truck traffic required to feed these growing local economies of NYC’s urban and suburban zones thereby travels through Northern Manhattan with the rest moving through Staten Island and Brooklyn. Think about that one, and mention it to either Mayor “YIMBY Swagger,” or Governor “Spread the Money Around to make the Building Trade Council happy” and ask them about it when you’re graced with their august presence.
– photo by Mitch Waxman
It’s funny, the way that the internet works. Writing critiques about the policy situation in NYC, and the endemic political corruption of this new Tammany Hall system, has algorithmically caused Google and other services to read that as a cue to feed me Republican propaganda. Jordan Peterson, Tim Pool, Ben Shapiro, and other noxious voices from that side of the aisle populate my feeds these days. That’s annoying, and illustrates how the internet breeds political polarization.
I’m not a Fascist sympathizer or “on the right,” rather I’m what I’ve always been – a centrist liberal not afraid enough of the “L” word to say “Progressive.” You know who was a progressive? Robert Moses. Nelson Rockefeller too.
I believe that if something isn’t hurting somebody else it should be legal, and that if an existing law or set of policies is restricting somebody else’s freedoms we should get rid of those laws. More freedom is better than less. I also believe that it’s often best to do nothing at all, from a Governmental point of view. I will opine that the Government of New York City is bought and paid for by “big real estate” and that the shit flies which populate that industrial sector will move on to the next turd as soon as NYC has been destroyed by them, when the Politicians they fund are no longer offering them tax breaks which create 30-40% margins for new construction. All of the crap the “electeds” spout to the press falls apart behind the curtain, and they consort with characters whom they would publicly castigate.
Really, ask your Councilmember what it’s like working with Jared Kushner, or Larry Silverstein, or Donald Trump on “affordable housing” real estate projects, and then watch them run away from you while talking about systemic something or some sort of justice thingie.
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“In the Shadows at Newtown Creek,” an 88 page softcover 8.5×11 magazine format photo book by Mitch Waxman, is now on sale at blurb.com for $30.
doglike things
Friday
– photo by Mitch Waxman
After a terrifying visit to a cautionary tale known as Hudson Yards, a quick ride on the 7 train carried me back to the gently rolling hills of Western Queens where a transfer at the Queensboro Plaza subway stop was actuated and I was soon on an N train heading towards almond eyed Astoria. This was from the end of my journeys on Sunday – August 21st – which were meant to include riding on a Fireboat, but which ended up in a staggered scuttle about the abominable Hudson Yards.
One was hoping to wander through a street festival or something lively in the way home through Astoria – a Detestation of some Abyssal Power, or a Celebration of a Lord or Lady of Light – but it was just another Sunday in the ancient village.
– photo by Mitch Waxman
Notice was taken of this woman feeding a group of birds. The birds seemed to be arranging themselves into a geometric pattern, but logic dictates that it was just the pattern of the woman’s arcing throws of seed or bread that they were following. Still, one wonders, and more than wonders…
Once I caught a photo of a group of birds sitting upon a series of Astoria power lines, in a pattern which reminded me of musical notation. I sent it to a musician friend of mine for analysis. He refused to discuss the matter after viewing the image, instructing that I should never mention it again and advising that I destroy the image.
– photo by Mitch Waxman
On the 24th of August, a day trip to visit a friend in the pretty town of Hudson, New York was undertaken. It was a long drive and my photographic curiosities were stifled due to social obligation.
There used to be a whaling fleet who’s home base was here in Hudson. The financial benefits of this industrial activity explains how they could afford the expenses of building out the grandiose architecture from the 1840’s – 1880’s era which is still extant in the town, as said fleet often did business with Ambrose Kingsland in Greenpoint. The Newtown Creek tributary “Whale Creek” is so named because of Kingsland’s whale oil refinery, and the corollary industries of rope manufacture, blacksmithing, shipwrighting, and miscellaneous ship supply hugged the shores of Whale Creek in Greenpoint.
Staten Island artist John Noble actually painted Whale Creek during this era – here’s a link to the Noble Museum at Snug Harbor.
– photo by Mitch Waxman
Hudson is a very attractive town, and I wish that I had more time to explore. I also really wanted to get a shot of the old docks where the Newtown Creek bound whaling ships would launch from, but as mentioned above – this was a social visit and not a photo mission.
The shot above is from a park along the Hudson River that obviously used to be part of a barge to rail setup.
– photo by Mitch Waxman
Saturday the 27th of August, and this shot was from something like 8 in the morning, captured while sitting in the passenger seat of a late model Mercedes on the George Washington Bridge.
The Mercedes belongs to my pal Max, and we were on the road heading west for a week long “away game.” I left the pinstripes at home, put on my gray uniform, and configured the camera to a very odd group of settings.
– photo by Mitch Waxman
The ISO was set into the range I normally use for night time low light conditions, the aperture was set to either f8 or f11 depending on time of day and ambient light, and the shutter to 1/8000th of a second.
When you’re traveling in a late model Mercedes at about 70 miles per hour, westwards through Pennsylvania, you need to take steps to freeze the action for the camera.
More next week.
“follow” me on Twitter- @newtownpentacle
Buy a book!
“In the Shadows at Newtown Creek,” an 88 page softcover 8.5×11 magazine format photo book by Mitch Waxman, is now on sale at blurb.com for $30.
vast enclosure
– photo by Mitch Waxman
When you cut things down to the bone, and ask yourself the question “Who was the New Yorker that most profoundly changed the City?” it always comes back to one fellow. Ray Kelly or Mike Bloomberg would vie for the crown in modernity, in the long view of history Alexander Hamilton, DeWitt Clinton, Boss Tweed, or the Roebling clan have major claims on the title. Robert Moses would tell you that it was himself, and arguably, so would Osama Bin Laden.
In the opinion of a humble narrator, the crown belongs to one man- a Swedish immigrant named Othmar Ammann, and today is his birthday.
from wikipedia
Othmar Hermann Ammann (March 26, 1879 – September 22, 1965) was a American structural engineer whose designs include the George Washington Bridge, Verrazano-Narrows Bridge, and Bayonne Bridge.
– photo by Mitch Waxman
Brooklyn Bridge has the fame, Williamsburg Bridge the infamy, Manhattan Bridge is overlooked. The bridges of Othmar Ammann, however, are the ones which shaped the modern megalopolis and allowed the expansion and diaspora of New York’s laborers from the tenement neighborhoods of the five boroughs to the suburban satellites of modernity. The vast populations of Long Island and New Jersey and Westchester who commute into the city on a daily basis would have never achieved their current size, were Ammann removed from the story.
As a side note, and just to toot my own horn for a moment, the shot above was published last year in the New York Times- check it out here
Also from wikipedia
Othmar Ammann designed more than half of the eleven bridges that connect New York City to the rest of the United States. His talent and ingenuity helped him create the two longest suspension bridges of his time. Ammann was known for being able to create bridges that were light and inexpensive, yet they were still simple and beautiful. He was able to do this by using the deflection theory. He believed that the weight per foot of the span and the cables would provide enough stiffness so that the bridge would not need any stiffening trusses. This made him popular during the depression era when being able to reduce the cost was crucial. Famous bridges by Ammann include:
- George Washington Bridge (opened October 24, 1931)
- Bayonne Bridge (opened November 15, 1931)
- Triborough Bridge (opened July 11, 1936)
- Bronx-Whitestone Bridge (opened April 29, 1939)
- Walt Whitman Bridge (opened May 16, 1957)
- Throgs Neck Bridge (opened January 11, 1961)
- Verrazano Narrows Bridge (opened November 21, 1964)
– photo by Mitch Waxman
Othmar Ammann was a bit of an artist, his bridges achieving a rare thing for engineering projects, which is the elevation of a functional structure to the sublime. A prevailing theory in fine art and graphic design which emerged in the 20th century is “less is more”, and Ammann’s spans are manifestations of this concept in steel and cement.
from smithsonian.com
By the early 1960s, when the George Washington’s lower deck was added (as specified in the original plans), Ammann had all but eclipsed his mentor. Ammann’s other 1931 creation, the Bayonne Bridge connecting Staten Island and New Jersey, was until 1977 the world’s largest steel arch bridge — more than 600 feet longer than the previous record holder, Lindenthal’s Hell Gate Bridge.
Months before his death in 1965, Ammann gazed through a telescope from his 32nd-floor Manhattan apartment. In his viewfinder was a brand-new sight some 12 miles away: his Verrazano-Narrows suspension bridge. As if in tribute to the engineering prowess that made Ammann’s George Washington Bridge great, this equally slender, graceful span would not be surpassed in length for another 17 years.
– photo by Mitch Waxman
Eclipsed by the vain and power seeking during his sunset years, Ammann is one of the forgotten few who crafted the connections between the individual components of the archipelago islands of New York Harbor. Mighty Triborough or the graceful arch of the Bayonne Bridge speak to his sense of esthetic, and indicate that he was in touch with some higher imperative than merely moving automobiles from one place to another.
from nytimes.com
His works soar above the water, spanning the city’s rivers and connecting New York to the rest of the country. But who has heard of Othmar H. Ammann?
Donald Trump hadn’t, at least not back in 1964 when he was a high school student and his father took him to the dedication ceremony for the Verrazano-Narrows Bridge. ”It was a sad experience,” Mr. Trump recalled. ”For years, various politicians had fought the bridge. Now that it was built, I watched as these same people all got up and took credit for it, congratulating themselves and introducing one another. The only one not introduced was the man who made the bridge, Othmar Ammann.
George Washington Bridge
– photo by Mitch Waxman
Way outside of the Newtown Pentacle, straddling the Hudson River, is found an artifice called the George Washington Bridge.
from wikipedia
Groundbreaking for the new bridge began in October 1927, a project of the Port of New York Authority. Its chief engineer was Othmar Ammann, with Cass Gilbert as architect. The bridge was dedicated on October 24, 1931, and opened to traffic the following day. Initially named the “Hudson River Bridge,” the bridge is named in honor of George Washington, the first President of the United States. The Bridge is near the sites of Fort Washington (on the New York side) and Fort Lee (in New Jersey), which were fortified positions used by General Washington and his American forces in his unsuccessful attempt to deter the British occupation of New York City in 1776 during the American Revolutionary War. Washington evacuated Manhattan by crossing between the two forts. In 1910 the Washington Chapter of the Daughters of the American Revolution erected a stone monument to the Battle of Fort Washington. The monument is located about 100 yards (91 m) northeast of the Little Red Lighthouse, up the hill towards the eastern bridge anchorage.
– photo by Mitch Waxman
Gleaming, the unclad steel of the GWB distinguishes it from the other bridges. A product of pure utility, its beauty is achieved in the simplicity of purpose.
from wikipedia
Othmar Ammann designed more than half of the eleven bridges that connect New York City to the rest of the United States. His talent and ingenuity helped him create the two longest suspension bridges of his time. Ammann was known for being able to create bridges that were light and inexpensive, yet they were still simple and beautiful. He was able to do this by using the deflection theory. He believed that the weight per foot of the span and the cables would provide enough stiffness so that the bridge would not need any stiffening trusses. This made him popular during the depression era when being able to reduce the cost was crucial.
– photo by Mitch Waxman
These sort of geometries are organic to my eye, familiar shapes cast in the key of nature, despite being manmade. Imaginings of structures of this scope, however, represent an epoch of advanced mathematics and titan industry.
from wikipedia
Cass Gilbert was one of the first celebrity architects in America, designing skyscrapers in New York City and Cincinnati, campus buildings at Oberlin College and the University of Texas, state capitols in Minnesota and West Virginia, the support towers of the George Washington Bridge, various railroad stations (including the New Haven Union Station), and the United States Supreme Court building in Washington, D.C.. His reputation declined among some professionals during the age of Modernism, but he was on the design committee that guided and eventually approved the modernist design of Manhattan’s groundbreaking Rockefeller Center: when considering Gilbert’s body of works as whole, it is more eclectic than many critics admit. In particular, his Union Station in New Haven lacks the embellishments common of the Beaux-Arts period, and contains the simple lines common in Modernism.
– photo by Mitch Waxman
Note: A little commented pedestrian walkway exists on the southern side of the bridge, which is largely populated by aggressive and speeding bicycle riders shouting “out of my way”. Encounters with this crowd and phenomenon here- and on the bridges which cross that emerald ribbon of concealment called the Newtown Creek- forces me to ask- Hey, since bicycles are now considered vehicles with their own lane and all, couldn’t the Cops start requiring registration, license plates, operators licenses, INSURANCE from bikers? City and State could probably extort a whole lot of “not taxes” and “revenue enhancements” from this source.
Militant Bikers… who ride bicycles… bicycles… have demanded and received fair treatment and roadway rights as legitimate vehicles- time for the responsibility. The sign says PEDESTRIAN.
I’m walking here.
from wikipedia
The George Washington Bridge is popular among sightseers and commuters traveling by foot, bicycle, or roller skates. The South sidewalk (accessible by a long, steep ramp on the Manhattan side of the bridge) is shared by cyclists and pedestrians, with a level surface from end to end. The entrance in Manhattan is at 178th Street, just west of Cabrini Boulevard which also has access to the Hudson River Greenway north of the bridge. The sidewalk is accessible on the New Jersey side from Hudson Terrace, where a gate open in daytime and evening allows pedestrians and bikes to pass. Also on Hudson Terrace, less than one hundred yards north of the bike/ped entrance, walkers will find the start of the Long Path hiking trail, which leads after a short walk to some spectacular views of the bridge, and continues north towards Albany, New York.
– photo by Mitch Waxman
From the walkway, looking south, late summer weekend traffic on the Hudson River. Below is a preview of one of my “stitched panoramas”, whose clicking will lead you to its Flickr page which, in turn, leads to larger incarnations of this ENORMOUS multi image shot showing the West Side of Manhattan and the Eastern Shore of New Jersey from up high.
from nydailynews.com
More than one in 10 people who kill themselves in Manhattan are “suicide tourists” – out-of-towners who choose New York City landmarks to take their lives.
Their deaths cluster around some of the most famous, scenic spots in the city: the Empire State Building, Times Square and the George Washington Bridge, a new study shows.
– photo by Mitch Waxman
from nycroads.com
The “Hudson River Bridge,” as the George Washington Bridge was called in the early days, was twice the length of any existing span, and it required an intricate system of access roads to handle large volumes of traffic.
The bridge’s two steel towers, embedded deep in rock and concrete, soar 604 feet into the sky, each as tall as some of Manhattan’s great skyscrapers. They contain more than 43,000 tons of steel. Rope cables were strung from anchorages on each shore and draped in an arc between towers, like a giant silver braid. When 36 of them had been placed, catwalks were erected to provide walking platforms.
– photo by Mitch Waxman
Until just yesterday, since 911, it would not have been possible to obtain these shots due to security restrictions. I would suspect that a higher level of security is in place now than formerly, and that mere photography of public areas no longer poses the threat it once did. Back in 2001, NYPD didn’t have a single attack helicopter or unmanned aerial drone, after all.
The big question about 911 is not “was it a conspiracy”, its why the de facto Capital City of the United States had no air defense. The fence was left open.
from myfoxny.com
- In the aftermath of the Sept. 11 attacks, the Port Authority restricted photography on the bridge for security reasons (the rules have since been relaxed).
- In 2005 and 2006, the agency installed cylindrical bomb shields on the lower the section of the bridge’s suspension cables.
- More than 105 million vehicles crossed the George Washington Bridge in 2008, according to the Port Authority, making it one of the busiest spans in the world.
– photo by Mitch Waxman
The old city was wide open, and criminally so. You can still just walk on in to too many places, crawl through too many fences. I personally observed construction gates at the Sunnyside yards left absent mindedly open over Thanksgiving weekend in 2009.
from nycroads.com
In 1955, after nearly a decade of explosive traffic growth, Robert Moses chaired the Joint Study of Arterial Facilities between the Port Authority and the Triborough Bridge and Tunnel Authority. The Joint Study was developed to spearhead construction of new bridges and expressways, including an unbuilt Hudson River Bridge between 125th Street in Manhattan and Edgewater, New Jersey. One of the proposals called for the addition of a six-lane lower level to the George Washington Bridge.
Construction of the $20 million lower deck began in 1959. The construction of the lower deck followed Ammann’s original design. Without interruption to the eight traffic lanes above, 76 structural steel sections were hoisted onto the bridge from below. The lower deck was designed with a minimum clearance of 15 feet between the upper and lower deck roadways. Even with the addition of the lower deck, the bridge had a clearance of 213 feet over the Hudson River. Stiffening trusses were incorporated into the design of the lower deck to provide additional stability against torsion. The additional weight required a slight adjustment on the rollers atop the towers.
– photo by Mitch Waxman
As longtime readers of this Newtown Pentacle may have guessed by now, I’m into infrastructure. Big stuff, meta stuff, supranormal. My senses reel at scale and scope, which is how I quantize and manage reality. Parts, which fit together, forming dynamic systems and “chain of falling dominos” networked causalities.
On the aforementioned Sept. 11, one of the things that kept going through my head were numbers. How many desks, houseplants, mops, toilet fixtures, light bulbs, shoes?
– photo by Mitch Waxman
Just then, the leader of this municipal adventure over the GWB gestured toward the river, and at an approaching ship.
– photo by Mitch Waxman
The John J. Harvey Fireboat was returning from Poughkeepsie and its Fourth of July duties. The Harvey, of course, was one of the ships that fought those fires.
The Newtown Pentacle 