Posts Tagged ‘Long Island City’
A Great Machine
Queensboro Bridge and associated structures- “The Great Machine” – photo by Mitch Waxman
Queensboro, whose steel has cantilevered the flow of traffic to the shining city from the fabled vastness of the Long Island since 1909, is merely the focal point of a polyglot mechanism whose works spread into the east. The backbone of New York City runs through the marshy hillocks of western Queens.
As I’ve said in the past:
Airports, railroad yards, maritime facilities, petrochemical storage and processing, illegal and legal dumping, sewer plants, waste and recycling facilities, cemeteries. The borders of the Newtown Pentacle’s left ventricle are festooned with heavy industry and the toll taken on the health of both land and population is manifest. A vast national agglutination of technologies and a sprawl of transportation arteries stretching across the continent are all centered on Manhattan- which is powered, fed, and flushed by that which may be found around a shimmering ribbon of abnormality called the Newtown Creek.
Light rail (subway) and vehicle traffic focus toward Queens Plaza, and within a three mile radius of this place can be found- the East River subway tunnels, the Midtown Tunnel, multiple ferry docks, and the titan Sunnyside Rail Yard which connects to the Hells Gate Rail Bridge. This “Great Machine” is the motive engine that allows millions to enter and leave Manhattan on a daily and reliable schedule from North Brooklyn, Queens, Suffolk and Nassau Counties. The great endeavor called “The East Side Access Project” and its associated tunneling is also occurring nearby, which will terminate at a planned LIRR station sited for the corner of Queens Blvd. and Skillman Avenue.
from wikipedia:
The Queensboro Bridge, also known as the 59th Street Bridge, is a cantilever bridge over the East River in New York City that was completed in 1909. It connects the neighborhood of Long Island City in the borough of Queens with Manhattan, passing over Roosevelt Island. It carries New York State Route 25 and once carried NY 24 and NY 25A as well.
The Queensboro Bridge is the westernmost of the four East River spans that carry a route number: NY 25 terminates at the west (Manhattan) side of the bridge. It is commonly called the “59th Street Bridge” because its Manhattan end is located between 59th Street and 60th Streets.
The Queensboro Bridge is flanked directly on its northern side by the freestanding Roosevelt Island Tramway.
Queens Blvd. at Skillman Avenue – photo by Mitch Waxman
Queens Plaza multi level elevated train station – photo by Mitch Waxman
When Queensboro was built, it became the fastest way into town and horse drawn wagons still carried manufactured goods from the mill workshops of Long Island City and agricultural products from points East (hauled into LIC by the LIRR) into Manhattan. The subways tracks were attached to the superstructure of the bridge. Trucks replaced the horse wagons, and eventually made the cargo hauling operation unprofitable for the LIRR’s gantry docks at Hunters Point. The automobile route and light rail options also collapsed the old passenger and cargo ferry industry which sailed from LIC and Astoria (especially Hallets Point). As the population of Queens left its cradle in LIC and along the East River shoreline, moving ever eastward toward the open country of Long Island, the narrow streets of ancient Newtown were given over more and more to industry. The Great Machine reached further toward the dawn, straining to carry the ever increasing load.
note and minutiae: sartorial mention by learned experts has informed me that the myriad colors that the steel in Queens Plaza is painted reflects the particular line or system that it was erected to serve.
Queens plaza complex – photo by Mitch Waxman
Queens Blvd. at 32 pl. – photo by Mitch Waxman
Following the machine past Skillman Avenue, as it carefully skirts the titan Sunnyside Railroad Yards and the cyclopean Degnon Terminal, one finds the auspicious origin of Queens Boulevard. A primary local artery with an elevated subway track directly connected to the Queens Plaza complex, Queens Blvd. is a central viaduct of population movement away from Manhattan toward points east. Sunnyside, Flushing, Roosevelt, Corona exist in their modern incarnation because of this structure- which like many parts of New York City- must be considered from those hidden structures beneath the street in addition to the visible sections.
There are thousands of mechanisms down there, cables and pipes and electrical transformers, steel underpinnings of the road itself. Realize the complexity of designing a street that can carry fully loaded modern trucking without collapse or subsidence, absorb the vibration and crushing weight of active subway tracks, and also carry a subterranean network of sewer and wastewater systems that can handle the storm runoff from so many acres of concrete. Of course, this complexity was designed over generations of dedicated improvements, but it boggles the mind to… think about what it is… that may be… buried down there.
for a thorough history of the neighborhoods which lie along this section of Queens Blvd., complete with historic photography- check out the work of the masters at Forgotten-NY
End of Naked Steel, Queens Blvd. – photo by Mitch Waxman
After diverging from the Queens Plaza complex, the steel is soon observed as clad in artistic cement, and its pleasing appearance mirrors a Roman viaduct. Such architectural analogy, referencing the time before Caesar did away with pretense, was an artifice used extensively in the era of Progress. Look at the majesty of Washington DC, the Tweed courthouse in Manhattan, or Speer’s plans for the New Berlin during the reign of the last antichrist.
from wikipedia:
Queens Boulevard was built in the early 20th century to connect the new Queensboro Bridge to central Queens, thereby offering an easy outlet from Manhattan. It was created by linking and expanding already-existing streets, such as Thomson Avenue and Hoffman Boulevard, stubs of which still exist. It was widened along with the digging of the IND Queens Boulevard Line subway tunnels in the 1920s and 1930s, and in 1941, the city proposed converting it into a freeway, as was done with the Van Wyck Expressway, but with the onset of World War II, the plan was never completed.
Queens Blvd. looking west – photo by Mitch Waxman
This line of rail continues eastward, sending offshoots into extant neighborhoods. Enormous numbers transverse this street, so much so that it generates statistical norms that stand in contrast to surrounding streets only a block or two away. There is a high rate of just about every affliction or situational outcome possible along Queens Blvd., probability is altered by sheer force of numbers. Spikes in auto accidents or criminal activity far out of scale with surrounding neighborhoods has garnered the infamous “Boulevard of Death” nomen and results in scaled up traffic and transit police patrols all along the route. It’s a bit of a misnomer, as the “just passing through” population of any 1 block stretch on Queens Blvd. is easily the size of a small town. Subways, manhattan bound traffic, pedestrians, residents, shoppers, workers- fuhgeddabowdit.
from wikipedia:
This street hosts one of the highest numbers of New York City Subway services in the city. At any one time, six services—the E, F, G, R, V, and the 7—all use significant stretches of the right of way; only Broadway (nine services), Sixth Avenue (seven), and Seventh Avenue (seven) in Manhattan and Fulton Street (eight) and Flatbush Avenue (six) in Brooklyn carry more at any one time. In addition, the Q60 bus travels its entire length.
End of the line out in Corona – photo by Mitch Waxman
39th (Beebe) avenue elevated station – photo by Mitch Waxman
Another branch of the Great Machine slinks out of Queens Plaza along Northern Blvd. and turns at 31st street, carrying the N and soon to be defunct W lines. This structure continues into and provides the only rail link for the extant sections of Astoria found beyond the noble stature of Ditmars Blvd. This stop is the first on the line, serving Dutch Kills, and its nascent hospitality industry. Before long, this stop will be a primary port of embarkation for hordes of tourists returning from Manhattan. What will greet them, currently, is a coffee shop/greasy spoon and a series of auto garages. Most of the private homes along this block have shuttered windows and zero tenancy, undoubtedly being stockpiled for future large scale development.
from wikipedia:
The Astoria Line was originally part of the IRT, as a spur off the IRT Queensboro Line, now part of the IRT Flushing Line (which didn’t open to the north until April 21, 1917). The whole Astoria Line north of Queensboro Plaza opened on February 1, 1917, and was used by trains between 42nd Street–Grand Central and Astoria.
N Train on elevated BMT tracks – photo by Mitch Waxman
– photo by Mitch Waxman
This is one of those hotels, a Holiday Inn which was recently completed on 39th Avenue and 29th street. Eccentric in design, it is one of the larger buildings visible in western Queens, but is already being dwarfed by newer construction nearby. Greatest of all, the thing in the Megalith watches from on high, as Queens rises.
The European travel industry is a highly evolved entity, which sells “package holidays” combining lodging and travel into one flat rate. Profit is found by booking airline seats and hotel rooms in bulk, garnering discounts from suppliers, and reselling at a higher price to consumers. Its all very civilized, and results in a very competitive pricing strategy which offers real value. Imagine, a trip to New York, all-inclusive for a flat rate- and staying at a brand new hotel two stops from the Apple Store and Central Park!
Really, I’m not being sarcastic. If you’re going to Europe, buy a ticket for London and then put your trip together there. You’ll end up flying to Italy or Bruges on some crap airline, where the in flight entertainment is a non stop commercial selling duty free booze and you’re surrounded by the recently drunk, but who cares… you’ll save a bundle as compared to the ala carte system. The hotel will be downright crappy too, but you’re only sleeping there- you’re in Europe- go to a museum or something. That’s pretty much how most international tourists think about Hotels, that’s the market- hopefully the Hotel investments at Dutch kills can grab a piece of it. Really, I’m not being sarcastic, Queens needs those jobs, and this conversion is fairly inevitable.
I wish that nothing would ever change, and I’ll miss the quirky edges and small stature of this enigmatic little neighborhood, but nothing is going to stop this transformation. I just hope that artifacts of what once was, like the LIC millstones, can be preserved and experienced by the public.
– photo by Mitch Waxman
In Sunnyside, another rhiozome of the Great Machine juts eastward, carrying the 800 pound gorilla to eastern Long Island. This shot is just down the hill from the Queens Boulevard photo above labeled “Queens Blvd. looking west”, a mere 3 city blocks away. These tracks continue for miles, connecting with the brobdingnagian Jamaica Yard, and provide connections to the furthest reaches of Long Island. The tracks are elevated above the streets, and incorporate a series of bridges to span the local streets transversed. A tremendous amount of construction work is underway- as observed by your humble narrator during these endless explorations on foot- to shore up and cosmetically improve the narrow strips of land which surround the trackways. The properties had become overgrown, shoddy, and a favorite location for illicit activity and homeless camps.
from wikipedia:
The Main Line is a rail line owned and operated by the Long Island Rail Road in the U.S. state of New York. It begins in Long Island City and runs directly across the middle of Long Island, terminating in Greenport approximately 95 miles (153 km) from its starting point. Along the way, the Main Line spawns five branches. These branches, in order from west to east, are:
- Port Washington Branch (at Wood Interlocking in Woodside, Queens)
- Hempstead Branch (at Queens Interlocking along the Queens/Nassau County border)
- Oyster Bay Branch (at Nassau Interlocking in Mineola)
- Port Jefferson Branch (at Divide Interlocking in Hicksville)
- Central Branch (at Beth Interlocking at Bethpage)
entrance to the Sunnyside Yards – photo by Mitch Waxman
An entrance to the Sunnyside Yards offers a cutaway view of this Queens Plaza Great Machine complex, with the greenish steel structure bisecting the photo called to your attention. That’s Steinway Street where it becomes the 39th street (or Harold Avenue) bridge, and crosses over the Sunnyside Yard toward Queens Blvd. which is 2 blocks away ultimately terminating at 51st avenue by the BQE, just across the highway from old Calvary Cemetery which abuts the Newtown Creek. The great mills of Queens were once served by direct rail links to the Sunnyside Yard, Standard Motor’s stark industrial building with its no nonsense “daylight factory” windows is the luminous structure in the lower right corner, the Amtrak Acela barn is center, and the construction projects visible are at Queens Plaza. In the distance, Manhattan.
for a fascinating discussion of the legal status and deep history of the bridges over the Sunnyside yards, check out this article at dlapiper.com
– photo by Mitch Waxman
A garland of former industrial supremacy, the aforementioned Standard Building is just one of the enormous mills that once provided untold numbers of jobs to western Queens. Shadows, one of these giants now houses a Welfare office, and many have been converted to self storage facilities. On Northern Blvd., which is sited upon the ancient Jackson Avenue Turnpike, the Great Machine is underground. Subway tracks and other subterranean features reveal the entire surface here to be an artifice. Look at the entrance to the Sunnyside Yard shot above for the true grade of the land. This is the roof a structure, part of the Great Machine.
This Great Machine- an interconnecting system of bridges, roadways, and rail (along with power plants, sewers, and workers)- is the sum total of billions of hours of labor. When the remains of our civilization are scratched out of the sand in some future desert, one would hope that the collective work represented in this series of structures will merit some mention- a footnote next to the story of Manhattan.
from wikipedia:
NY Route 25A begins at its western terminus at Exit 13 (which is the first exit) off Interstate 495 (the Long Island Expressway) at Long Island City in the New York City borough of Queens. Route 25A is known in this area as 21st Street. As you follow 25A, it becomes Jackson Avenue and is a 4-lane road (and remains a 4-lane road well into Nassau County). Just past the intersection with Queens Boulevard (State Route 25), at the foot of the Queensboro Bridge, 25A becomes Northern Boulevard.
Tales of Calvary 10- The Hatch
– photo by Mitch Waxman
Your humble narrator, amongst other failings, has a certain preference for the grandiose statuary of the late 19th and early 20th century at First Calvary Cemetery here in Queens. Baroque expressions such as these appeal to the comic book fan in me, looking for all the world like a Jack Kirby or Jim Steranko rendering. One half expects a concrete angel to… well, I stray…
– photo by Mitch Waxman
The southern section of First Calvary, found atop the cyclopean masonry observed on Review Avenue, offers glimpses of the Newtown Creek and panoramic views of industrial Brooklyn. Framing the open horizon of marshy western Queens and the forges of Brooklyn is the Kosciuszko Bridge, heroically carrying a vehicular river called the Brooklyn Queens Expressway over the infamous cataract. The elevation of these walls is actually quite high, an arcing and non euclidean structure which must be 2 to 3 stories at its apogee.
Am I overestimating? Check out this shot from the “street level” declination, aimed at the downward slope from halfway down Review Ave.–
And the shots below are from the other side of it, the topside of the wall.
– photo by Mitch Waxman
You won’t find the grandiose tombs or obsequious monuments to the famous on this side of First Calvary. This is where the “regular people” are buried- in their multitudes- in neatly defined rows of plots. The northwestern sections of Calvary, where the main gates are, and the northeastern- along Laurel Hill Blvd.- (both “High Ground”) are where you can find the princes of the 19th century city. Here, along Review Avenue, is where the middle and working class rest.
– photo by Mitch Waxman
My reasons for coming to this section must remain hidden, for now, suffice to say that I am still hunting for the grave of a man named Gilman (see “Tales of Calvary 7” for more speculation on this mysterious merchant from Massachusetts). Enjoying the relative quiet, I noticed one of the concrete pillboxes which I’ve also alluded to in earlier posts. These structures are all over Calvary, are often padlocked, and have aroused no small amount of curiosity in your humble narrator.
– photo by Mitch Waxman
Several conjectures -an access point to buried family mausoleums, a storage unit for groundskeepers, some sort of equipment shed- have assailed me as I observed these structures with their heavy iron lids and stout cement construction. An avid devotee of the macabre, I’ve often wondered aloud about just what is is that may be down there.
– photo by Mitch Waxman
This particular structure, as you can see, had been left unlocked. In fact, its heavy lid was just resting on the cement and its hinges had long ago stopped functioning.
– photo by Mitch Waxman
Nudging the lid back a few inches, a better than six foot drop was observed, which put its bottom some 4 feet below the surface as observed in the shot above. I activated the camera flash and illuminated quite a bit of airborne dust when the camera performed its intended action. As you can see, there were two modern shopping carts and part of a lamp down there. Puzzling- not for being trash, but… for… why, how, when, etc. You’d expect shovels or spades, but shopping carts and a lamp?
– photo by Mitch Waxman
Were I still the youthful and robust physical specimen I once was, I might have more to say about this, as I would have entered the yawning mystery for a closer look. However, as an aged physical coward and feckless quisling given to emotional stupor and irrational panic, the miasmal odor of the open hatch drove me backwards and I nearly passed into one of my episodes. Fighting off a faint, I labored to close the heavy lid and made for the Penny Bridge gates found on Laurel Hill Blvd. to escape the implications of that smell, which reminded me of an aquarium in need of filtration.
What can it be, that might be down there?
Tales of Calvary 9- A Pale Enthusiast
– photo by Mitch Waxman
Amateurish and lazy explorations of Calvary Cemetery and the Greater Newtown Pentacle, with associated blog postings foisted upon an unsuspecting public and amplified by a never ending barrage of self promoting debasements of all that is true, have revealed many strange things to your humble narrator, and by extension- to you my gentle lords and ladies of Newtown. Today, the Doherty monument in First Calvary gets its turn. There is nothing “odd” about the monument, in fact the reason I call attention to the thing is the supernal beauty of its working. This is one uncanny bit of carving, and unfortunately these photos do not do it justice (still adjusting to the new camera).
Art school faculty, turtlenecked and smoking french cigarettes, would probably describe it as “Sophia, goddess of wisdom- in the form of a christian angel, sitting within a Roman structure, crowned by a cross- representing an agglutination of civilized democratic-christian progress advancing since the time of the Greeks and the Roman Republic and ultimately manifested as The United States. The angel casts her eye skyward, vigilant, with a sword in her hand. A pacific and expectant expression suggests the nearness of the second coming and resurrection of the dead.”
Such imperious and hyperbolic thinking was very much in vogue in the years between 1900 and the first World War.
– photo by Mitch Waxman
Eugene Doherty and his wife Mary J. Doherty are buried here. Their headstones have bas reliefs of palm fronds draped across them. The little flags are planted at the graves of military veterans in New York Cemeteries on national holidays to honor their service. I found no evidence of Doherty serving in the military, but that probably just means I didn’t know where to look.
After all- I’m just some ‘effed up lunatic who spends his spare time scuttling around trash dumps, toxic waste sites, and cemeteries who gets his kicks bad mouthing the past- Right?
– photo by Mitch Waxman
Mr. Doherty, it seems, was a man of some reknown. He was a leading member of the Irish community on both sides of the Newtown Creek, and stood shoulder to shoulder in prestige alongside Battle-Ax Gleason in the eyes of his countrymen.
A manufacturer of rubber, Doherty specialized in the sort of material demanded by “turn of the 20th century” Dentists for the manufacture of dentures. His heavily advertised (see sample at bottom) Samson Rubber was a standard component for the manufacture of false teeth. The factory, incorporated as Eugene Doherty Rubber Works, Inc., was located at 110 and 112 Kent Avenue which is in Greenpoint (or Williamsburg, depending on whether or not you’re trying to hard sell a building).
rubber, from wikipedia
The major commercial source of natural rubber latex is the Para rubber tree (Hevea brasiliensis), a member of the spurge family, Euphorbiaceae. This is largely because it responds to wounding by producing more latex.
Other plants containing latex include Gutta-Percha (Palaquium gutta),[1] rubber fig (Ficus elastica), Panama rubber tree (Castilla elastica), spurges (Euphorbia spp.), lettuce, common dandelion (Taraxacum officinale), Russian dandelion (Taraxacum kok-saghyz), Scorzonera (tau-saghyz), and Guayule (Parthenium argentatum). Although these have not been major sources of rubber, Germany attempted to use some of these during World War II when it was cut off from rubber supplies. These attempts were later supplanted by the development of synthetic rubbers. To distinguish the tree-obtained version of natural rubber from the synthetic version, the term gum rubber is sometimes used.
A neat image of the the Doherty Rubber Works building late in its heyday (1920) can be found at trainweb.org, if you can believe anything I say, and they have a great description of the whole scene in context here. I warn you though, you’re going to learn about the Brooklyn Eastern District Terminal!
Also, in a completely unrelated coincidence, NAG is located at 110 Kent in modernity. Here’s the place on a google map, click “streetview” to compare to the 1920 shot above
– photo by Mitch Waxman
Eugene Doherty died in 1906, his wife Mary in 1914. Luckily for Mary, the denture business was a lucrative one, and her years of mourning were spent in material comfort. At her death, she bequeathed the staggering sum of $621,148 to her heirs.
$621,148 in 1914, mind you, and federal income tax had just become a reality in 1913. That’s at least $10,000,000 in modern coine.
– photo by Mitch Waxman
Life sized, if you’re a 5 foot tall woman, the statue itself is disarming and has weathered existence in the corrosive atmospheric miasmas extant about the nearby Newtown Creek for 94 years, only losing a thumb. The colour, oddly, doesn’t stain sanctified Calvary. Xanthian skill representative of true artistry went into the shaping of this stone, but I haven’t been able to find the name of the sculptor in public record.
If you see it, stand close and look into its eyes, then leave when the chills begin. Whatever you do, don’t look back over your shoulder at it afterwards, lest an adjusted hand hold on the sword, or the impression that the angle of its head has shifted might be seen. Remain an observer- in Calvary- ever the pale enthusiast- ever an Outsider.
Hey, you never know what you’re going to find at Calvary Cemetery.
Also, just as a note- today, January 13th, is Clark Ashton Smith’s birthday, and St. Knut’s Day as well.
Eugene Doherty Rubber Inc. - Late 19th/Early 20th century Advertising
Tales of Calvary 8- the Abbot
– photo by Mitch Waxman
While wandering through Calvary Cemetery recently, I came upon a curious monument whose sculptural elements included a life sized portrait, and whose dedication was meant to honor a man named Florence Scannell. The stone additionally bore a curious screed- “The Abbot”. “Dedicated to the memory of Florence Scannell by his brother John J.” is displayed prominently on its face. This stirred a sleeping memory, and I tried to remember why the name Scannell is so important. I said it out loud- John J. Scannell?
Wait a minute… John J. Scannell was the first chief of the NYFD, grand sachem of Tammany Hall, and a notorious turn of the century raconteur who became “king of the hill” in the often violent political world of 19th century New York City politics.
Bare knuckled, the electoral system back then resembled modern gang wars. Bearded men were paid to vote, taken to a barber shop for a shave and a shot of whiskey, and then paid to vote again. Paid armies of volunteers rousted saloons and bars that supported their political enemies. With political bosses paying the tab, taverns became organizing points for local “get out the vote” efforts. The poor didn’t care, for a day they could drink enough to forget and even eat a real meal- with meat, and all they had to do was vote the way they were told. The bosses were the bosses, and your place in “the line” could be revoked at any time if you fell out of favor with them. There was no “safety net”, so you had to just “go along”. Sometimes the other party would send gangs of street toughs into their opponents establishments- “bar busting”.
For more on the milieu of political life for the working class of the 19th century, I would suggest a gander at “The Jungle” Upton Sinclair’s “progressive” propaganda piece, or taking a peek at Jacob Riis’s “How the Other Half Lives“.
The Scannell brothers are described as having been engaged in such “bar busting” activities in 1869, when brother Florence ran for Alderman from the 18th ward against a Tammany candidate. At 23rd st. and second avenue, on Dec. 3rd, a Tammany man named Thomas Donaghue ran afoul of the Scannells, who were employed to “clean out” and “bust” the saloon he owned and operated.
from pbs.org
The year 1898 ushered in a new era of firefighting. On midnight of January 1, 1898, Greater New York was formed by uniting the five boroughs, Manhattan, Brooklyn, Queens, the Bronx, and Staten Island. The Board of Fire Commissioners was replaced by a single Commissioner, John J. Scannell, who had been head of the Board since 1894 and was appointed by Mayor R.A. Van Wyck. All of the area’s volunteer departments were to be replaced by the FDNY, and Chief Hugh Bonner assumed control of three paid departments: New York, Brooklyn, and Long Island; 121 engines, 46 trucks, one horse wagon, and a water tower; in all, 309 square miles of firefighting territory.
– photo by Mitch Waxman
The Scannells and a dozen of their men produced weapons and engaged in a fierce battle with Donaghue’s own crew of toughs. Gunfire erupted and Florence Scannel was shot in the back, the bullet embedding itself in his spinal column. Rushed to the nearby Bellevue Hospital, Florence suffered a lingering death, finally passing on July 10, 1870, with his brother John at his side. John J. Scannell swore an oath to avenge his brother, and kill the man who shot him in the back– the Tammany man, Thomas Donaghue.
Donaghue’s handlers fixed things up with the courts, and he returned to his familiar Saloon on 23rd st. and second avenue.
On Sept. 19th, at the corner of 17th and third, an odd looking man wearing a slouched hat and fake beard stepped out of the shadows and blasted a hole in Donaghue’s chest with a derringer pistol. Donaghue ultimately survived this attempt on his life, and Scannell discarded his disguise as he escaped his pursuers fleeing through Irving Place and Union Square. John J. later surrendered to a Police Sgt. after taking refuge on Long Island, and was indicted by a Grand Jury for the crime, but was never charged and released on $10,000 bail.
That’s $10,000 in 1870…
In November of 1872, Donaghue was attending an auction at the Apollo Theatre on 28th street, and a man wearing a cloak and slouch hat approached him. A large caliber pistol was produced and the middle of Donaghue’s face disappeared. Four more shots, three in the face, were pumped into the now prostrate Donaghue. The killer fled and was apprehended by a Police Captain named McElwain, who immediately identified the assassin as John J. Scannell. Such quick identification of Scannell was possible only because the arresting officer had been the one who arrested him for the the earlier attempt on Donaghue, when he was a Sgt.
The event was seminal, for as John J. Scannell sat in a gaol called “The Tombs”, another sat beside him. That night, John J. Scannell met Richard Croker. Someday, they would become “The Big Two” at Tammany Hall and rule over New York City.
– photo by Mitch Waxman
John J. Scannell was born on the lower East Side of Manhattan and found early work as a horse dealer- moving on to Saloon Keeper and then Professional Gambler. Charged with the murder of Donaghue, he pled insanity, and after a 3 month stint in an asylum in Utica, returned to local politics. He owned horses and raced them on the national circuit, as did Richard Croker. Rising in Tammany with his partner Croker, Scannell ran the 25th electoral district in Manhattan for many years, and desired the post of NYFD commissioner in that newly unified pile of gold called “the City of Greater New York”. Protests were recorded citywide, but Mayor Van Wyck appointed him chief of the newly unified citywide firefighting brigades. He served in that capacity until 1901, and fought corruption charges associated with his appointment until 1906 in court. At 67, in 1907, Scannell was sued for $15,000 for kissing the daughter of his housekeeper 3 times without consent.
Scannell died at 78 in Jamaica, Queens- far from his retirement estate in Freeport, L.I.
The Abbot, as it turns out, is a Horse.
– photo by Mitch Waxman
Scannell paid the scandalous amount of $26,500 at a Madison Square auction, the highest ever paid for a single Horse to that time, to purchase the Abbott.
That’s $26,500 in 1900…
The obituary for the Horse is actually longer than the one for the owner. The fact that Scannell engraved a Horse’s name on the monument to his dead brother, and his own eventual grave marker, shows the esteem felt by Scannell himself for the animal. Oddly enough, and this is a rare thing for Calvary Cemetery, The NYTimes once did an article on the raising of this monument which happened in 1914.
Hey, you never know what you’re going to find at Calvary Cemetery.
Taxi town
– photo by Mitch Waxman
When the intrepid shutterbug wanders around the back streets and hidden lanes of Long Island City (in particular) and North Western Queens (in general), the sheer number of Taxis observed is astounding. In the post WW2 period many, many Taxi garages and dispatchers relocated their fleet garages (mainly from the west side of Manhattan, whose rising real estate valuations priced such large footprint business out of the borough) in the area due to its proximity to Manhattan and the easy (free) egress offered to the business districts of the shining City by the Queensboro Bridge. Also, the land was cheap, by New York standards.
note:
The inexpensive nature of the land in Long Island City during the last half of the 20th century presents an inexplicable paradox given the paradise that LIC – south of the bridge- is reported to have been during the 1970’s and 80’s by comment threads at LIQCity.
I just can’t let this one go, by the way. A general excoriation of this blog and me personally has been detailed in the comment thread there by a few dedicated trolls who have focused on half a sentence in a 1,000 word post that was part of a 3,000 word sum up editorial at the end of the year.
When confronted to back up a statement, I supplied primary source material and was then told “don’t believe what you read”. So far, they’ve made intonations and accusations about my sexual preferences, called me amateur, lazy, gullible, self promoting, on drugs, like a spoiled 2 year old, an untalented liar, having written a “disgraceful and distasteful article complete with racist undertones”, making false claims about having lived in NYC all my life, and one anonymous poster has suggested “Think about it. A few years ago it was an Italian neighborhood. It’s okay to use that locution, right? Well, not for nothin’, but only idiots would try to get away with anything around here”. To my ears, that is the epitome of racist undertone- suggesting that stereotypical organized crime elements kept LIC safe and are exactly the sort of thing that they are all so upset about. I respond here, as comments at Newtown Pentacle are moderated and require you to sign your name, and I don’t participate in acrimonious flame wars.
Notice that at no point do they supply anything besides anonymous anecdotes in argument. The difference between these “anon” posters and myself is that I sign my name to things that I write, and can back up what I say. I fully expect to be connected to global terror and accused of being a sexual predator before the weekend is over. Also, the notion that I would use the tragic death of a car service driver to “promote myself” is anathema and personally offensive. I take my battles outside, to the street, where it counts. Coward.
from nyc.gov
What is the New York City Taxi & Limousine Commission?
The New York City Taxi and Limousine Commission (TLC), created in 1971, is the agency responsible for licensing and regulating New York City’s medallion (yellow) taxicabs, for-hire vehicles (community-based liveries and black cars), commuter vans, paratransit vehicles (ambulettes) and certain luxury limousines. The Commission’s Board consists of nine members, eight of whom are unsalaried Commissioners. The salaried Chair/Commissioner presides over regularly scheduled public Commission meetings, and is the head of the agency, which maintains a staff of approximately 400 TLC employees assigned to various divisions and bureaus. The Hon. Matthew W. Daus was named as Mayor Rudolph W. Giuliani’s designee to the Chair of the TLC in June 2001 and was unanimously confirmed by the New York City Council on August 22, 2001. He was then reappointed by Mayor Bloomberg in July 2003 and was again unanimously confirmed by the New York City Council on July 23, 2003.
The TLC licenses and regulates over 50,000 vehicles and approximately 100,000 drivers, performs safety and emissions inspections of the more than 13,000 medallion taxicabs three times each year, and holds numerous hearings for violations of City and TLC rules and regulations, making it the most active taxi and limousine licensing regulatory agency in the United States.To find out more about the TLC, or to review the agency’s procedures, rules and regulations and programs, you may review the constantly updated information available throughout this web site, or you may call the TLC’s Customer Service Hotline at 311.
– photo by Mitch Waxman
Omnipresent, the New York City Yellow cab is available for hire and will take you just about anywhere. A point is made, by your humble narrator, to converse with Cab drivers. Often, the conversation will involve their native country – which is what I’m really interested in- or their “immigrant story”. Eye opening, some of the stories I’ve been told about life in the far and middle east have changed my perceptions and corrected certain misconceptions acquired through ignorance and cultural prejudices. Ultimately, the one thing all cab drivers seem to have in common is a shared hatred of the Van Wyck.
from nyc.gov
The Following Vehicles are Currently in Use as New York City Taxicabs
- 2009-Ford Crown Victoria Stretch
- 2009-Chevrolet Malibu Hybrid
- 2009-Saturn Aura Hybrid
- 2009-Chevrolet Malibu Hybrid
- 2009-Volkswagen Jetta Clean Diesel Sedan
- 2009-Lexus RX400h
- 2009-Toyota Camry Hybrid
- 2009-Toyota Prius-48 mpg city
- 2009-Toyota Highlander Hybrid (4WD)
- 2009-Saturn Vue Greenline
- 2009-Nissan Altima Hybrid
- 2009-Ford Escape Hybrid (2WD)
- 2009-Mercury Mariner Hybrid (AWD)
- 2010-Ford Crown Victoria Stretch
- 2010-Volkswagen Jetta Clean Diesel Sedan
- 2010-Lexus RX450h
- 2010-Lexus HS250h
- 2010-Toyota Camry Hybrid
- 2010-Toyota Prius-48 mpg city
- 2010-Toyota Highlander Hybrid
- 2010-Nissan Altima Hybrid
- 2010-Ford Escape Hybrid (2WD)
- 2010-Ford Fusion Hybrid
- 2010-Mercury Milan Hybrid
- 2010-Mercury Mariner Hybrid (AWD)
The following are the approved for use as Wheelchair Accessible Taxicabs:
- 2007-Eclipse Mobility Dodge Caravan
- 2007-Eldorado National Mobility Chevrolet Uplander
- 2007-2008 Autovan Toyota Sienna
- 2007-2008 Freedom Motors Toyota Sienna Kneelvan
- 2008-2009 Freedom Motors Toyota Sienna Kneelvan
Additional vehicle models come on the market from time to time that may comply with TLC rules. Any questions about a vehicle model not listed above, or about any vehicle retirement issue, should be referred to TLC hack site at (718) 267-4501.
– photo by Mitch Waxman
Because of the presence of the fleet garages, one will observe hundreds of smashed and destroyed vehicles which have been towed home for repair. Self employed on the whole, the shift drivers of New York’s Taxi fleets must maintain and pay for their own health insurance. When they are sick or injured and can’t work, they don’t get paid. I’ve often wondered why the city doesn’t offer a buy-in to the generous and inexpensive (due to the size of “the plan”) health insurance plan enjoyed by other employees of the City, to help these defacto city workers afford coverage. During the transit strike a few years ago, the municipality depended heavily on these folks, it would only be fair to thank them somehow. Taxi drivers, however, are a maligned and oft abused group.
from yellowcabnyc.com
For the city’s cabbies, the quest for a bathroom is no potty joke.
Finding bladder relief is a daily dilemma for the city’s 44,000 cabbies, who typically work 12 hour shifts and cruise miles away from their garages. And the hunt for a toilet is getting harder as new bike lanes and MUNI meters make it harder to jump out without getting ticketed.
– photo by Mitch Waxman (note: this was a film shoot in progress, down in LIC)
Cab drivers are victimized by anybody who feels like it. During the last quarter of the 20th century, it became an increasingly dangerous job. Casual racism and derogatory comments are suffered by drivers, as well as robbery and theft of services. Drivers often say that the reason they don’t want to go to some outlying area of the city is fear of the passenger exiting the vehicle with the meter still running. Also, as a cab at the middle and end of its shift is carrying a decent amount of cash, they are prime targets for robbery. The city also preys upon the yellow cabs, with NYPD ticket blitz tactics and an ever shifting mosaic of rules and regulations.
from nyc.gov
Are drivers required to know how to get to any destination in New York City?
Drivers are required to know the streets of Manhattan as well as major destinations in the other boroughs. Additionally, all New York City Taxi and Limousine Commission licensed taxi drivers must have a map available to them when on duty. If they do not, they are in violation of TLC rules and regulations. In addition, as per TLC rules, they are required to know the “lay of the land”, that is, have extensive knowledge of the NYC area. Taxi drivers are not permitted to refuse service, because they do not know how to reach a destination. They must consult their 5-borough map to identify the best route to any destination within the 5 boroughs.
– photo by Mitch Waxman
Like all New Yorkers, I count on yellow cabs being available as soon as I step off the curb and stick my hand out. A preference for mass transit is enjoyed here at Newtown Pentacle HQ, but every now and then when time is short and the vagaries of the MTA cannot be counted on, a Taxi is the way to go. As mentioned above, I make it a point to chat with willing drivers, and have learned many interesting things about the modern taxi industry, which contrasts with the experiences of an uncle who owned and drove a Checker cab in NYC for 30 years (retiring in the mid 70’s). Once, a modern driver shared his “drivers manual” with me, which was fascinating.
from wikipedia
The first taxicab company in New York was the New York Taxicab Company, which in 1907 imported 600 gasoline-powered cars from France. The cars were painted red and green. Within a decade several more companies opened business and taxicabs began to proliferate. The fare was 50 cents a mile, a rate only affordable to the relatively wealthy. Previous taxis, including the one that killed Henry Bliss in 1899, were electric.
By the 1920s, industrialists recognized the potential of the taxicab market. Automobile manufacturers like General Motors and the Ford Motor Company began operating fleets. The most successful manufacturer, however, was the Checkered Cab Manufacturing Company. Founded by Morris Markin, Checker Cabs produced the large yellow and black taxis that became one of the most recognizable symbols of mid-20th century urban life. For many years Checker cabs were the most popular taxis in New York City.
– photo by Mitch Waxman
The drivers manual, and this was back in the 1990’s so it’s a bit of a hazy memory, had a table towards the back of the book which described flat fees and regulations for a New York City Taxi to charge when a passenger wants to go to a locale wildly outside of the NY area. At least back then, a cab (which had the right of refusal for such exo-destinations) could be hailed, and the driver told “I need to go to Kansas City”. The driver could only be expected to drive a certain number of hours per day, would have to provided with accommodations and meals, and would be expecting quite a bit more than the usual buck or two tip. A longtime fantasy of mine has been to take a trip to San Francisco in an NYC yellow cab with a documentary film crew- the fare of said trip, back in the ’90’s, would have been (as I said hazy memory, I might be flubbing this number) around $3,800 + fuel, hotels, meals, and tip.
from pubadvocate.nyc.gov
On-duty New York City taxis, or yellow cabs, must take passengers to any destination within the five boroughs, Westchester County, Nassau County and Newark Airport. Unless traffic is tied up or the passenger requests otherwise, the driver is required to take the shortest route. To complain about a cab or cabbie, or find out about lost items, call the Taxi and Limousine Commission. Because there are over 40,000 licensed taxi drivers and over 11,000 licensed taxi cabs, try to have the following information ready: the driver’s name and license number and the taxi medallion number. In addition to yellow cabs, for-hire vehicles (FHVs) carry passengers around town. FHVs, commonly used in all five boroughs, serve passengers by prior arrangement and cannot stop for a hailing customer. FHVs come in three styles and price ranges: car services, black cars, and limousines. The NYC diamond decal on the windshield of licensed FHVs distinguishes them from unlicensed gypsy cabs. Write to the Taxi and Limousine Commission at the above address with complaints about FHVs. Your letter should include the license plate number, the name of the dispatch company, the date and time of the incident, and a brief description of the incident. Allegations of overcharging will be addressed immediately, other complaints less rapidly, and incidents that involve the police will take longer.
Monday through Friday, 8 am to 4 pm
Taxi and Limousine Commission
40 Rector Street, 5th Floor (212) NYC-TAXI (692-8294)
note: the above photo is “highly processed” and is a composited shot of something like six individual photos “photshopped” together. Just in the name of full disclosure, as I wouldn’t want to be accused of being a “liar” – photo by Mitch Waxman
from wikipedia
By the mid-1980s and into the 1990s the demographic changes among cabbies began to accelerate as new waves of immigrants arrived in New York. Today, according to the 2000 U.S. Census, of the 62,000 cabbies in New York 82 percent are foreign born: 23 percent are from the Caribbean (the Dominican Republic and Haiti), and 30 percent from South Asia (India, and Pakistan).
Some drivers became puzzled about why the TLC isn’t scrutinized for profiling the demographic make-up of cab permit holders, while drivers are scrutinized for superficial evaluation, mis-characterized as racism.
The production of the famous Checker Cab had stopped and although there were still many in operation, the Chevrolet Caprice and Ford Crown Victoria became the industry top choices. Large frame, rear-wheel drive, former police cruisers, available at auctions provide a steady supply of used, well-maintained cars for cab fleets nationwide.
The working conditions of cabbies have changed as crime in New York has plummeted, while the cost of medallions has increased. Fewer cabbies own their taxicabs than in previous times. The TLC bureaucracy involved makes single-cab and small-fleet operations less attractive.
The Newtown Pentacle 