The Newtown Pentacle

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Posts Tagged ‘Megalith

just off

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It’s National Eat What You Want Day, in these United States.

– photo by Mitch Waxman

Behind sapphire glass, in LIC, lurks a thing. Orbiting its unblinking three lobed eye, this impossible intelligence which cannot exist stares down on the world of men through azure mirrors which cloak its alien presence from all but those acolytes which serve its sinister whims. Pulsating with a fiendish genius and dire intent, this thing lurking in the cupola of the sapphire megalith of Long Island City is patient above all else. Soon, though, its time will be soon…

Glad to get that out of my system… 

– photo by Mitch Waxman

I have to believe that “NYC TS” stands for NYC Transit System, given that the access cover which the screed adorns is on Jackson Avenue in LIC more or less directly over the G train tunnel. The rondulets on the hatch indicate that there’s likely electrical equipment below. It’s possible that the wiring might be related to the nearby Pulaski Bridge, or to the bank of traffic signals found nearby, but then it would say “DOT” instead of “TS.”

– photo by Mitch Waxman

If the shots in today’s post appear a bit random, it’s because they are. I’m walking around a new lens this week, the Sigma 18-300 f3.5-6.3 zoom. It’s strictly a daylight lens, given that it’s not “bright” in the aperture department, but so far so good. Sigma has surprisingly handled barrel distortions quite well given the enormous range of the thing, but of course there’s still some present. It would be crazy to think otherwise.

Not abandoning the rest of my kit, mind you, but I just felt a desire to have a bit more versatility in range available on the fly – when I’m out scuttling about the concrete devastations.

– photo by Mitch Waxman

After a week of carrying the thing, the only real complaint I have about it involves the lens’ communications with my camera’s light meter. The camera reports things as being at least a stop off of what the lens actually sees – over or under – and I’ve found that I have to continually check the preview screen while shooting to confirm my exposure. The other sigma lenses in my kit don’t have this issue, but they’re a bit more advanced and specialized (and far more expensive) than this newer one.

Upcoming Tours and events

Newtown Creek Alliance Boat tour, May 21st.

Visit the new Newtown Creek on a two hour boat tour with NCA historian Mitch Waxman and NCA Project Manager Will Elkins, made possible with a grant from the Hudson River Foundation – details and tix here.

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Written by Mitch Waxman

May 11, 2017 at 11:00 am

impious catacombs

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“follow” me on Twitter at @newtownpentacle

– photo by Mitch Waxman

Journeying to the Shining City is not an activity which one such as myself enjoys. Traveling locomotively through these mouldering catacombs of concrete and steel while using the so called Subway is inherently unsettling, but being delivered to one of the deeply situated stations such as the 59th and Lex stop is utterly disturbing.

That horrors which lurk and twist and squirm through and within the subterranean deeps of the schist of Manhattan are merely rumors, of course, the stuff of diseased fancy and Hollywood epic. It does not pay dividends to ponder ones fate, should the lights go out when one is… down there… with… them.

from wikipedia

Rats primarily find food and shelter at human places and therefore interact with humans in various ways. More often than not, rats are found in corner stores in New York. In particular, the city’s rats adapt to practices and habits among New Yorkers for disposing of food waste. Curbside overnight disposal from residences, stores, subway and restaurants, as well as littering, contribute to the sustenance of the city’s rats.

Rats have shown the ability to adapt to efforts to control them, and rat infestations have increased as a result of budget reductions, more wasteful disposal of food, etc. Rats in New York have been known to overrun restaurants after hours, crawl up sewer pipes and enter apartments through toilets. They have also attacked homeless people, eaten cadavers in the city morgue, and bitten infants to get food off their faces. In 2003, a fire station in Queens was condemned and demolished after rats had taken over the building.

– photo by Mitch Waxman

Singular needs drew me into the gray monotonies of Manhattan’s vertical valleys. Hyper capitalist heaven, the area adjoining “Rockefeller Center” is long familiar to me. During my post collegiate years, when a night shift at a certain large investment bank supplied me with working capital, my employment was enacted within one of the “international” style office buildings which seem small and atavist in modernity.

from wikipedia

Rats are known to burrow extensively, both in the wild and in captivity, if given access to a suitable substrate. Rats generally begin a new burrow adjacent to an object or structure, as this provides a sturdy “roof” for the section of the burrow nearest to the ground’s surface. Burrows usually develop to eventually include multiple levels of tunnels, as well as a secondary entrance. Older male rats will generally not burrow, while young males and females will burrow vigorously.

Burrows provide rats with shelter and food storage, as well as safe, thermoregulated nest sites. Rats use their burrows to escape from perceived threats in the surrounding environment; for example, rats will retreat to their burrows following a sudden, loud noise or while fleeing an intruder. Burrowing can therefore be described as a “pre-encounter defensive behavior”, as opposed to a “postencounter defensive behavior”, such as flight, freezing, or avoidance of a threatening stimulus.

– photo by Mitch Waxman

While walking to my destination on the Upper West Side, a certain intuition- one of being watched from afar- was upon me. Normally given to flights of paranoid imaginings, the sensation was ignored. Of course, given the crowds of tourists and normal every day New Yorkers flowing about, you’re bound to be watched by someone- or something- in this part of town.

Still, a nagging suspicion persisted that the surveillance sensed was somehow familiar.

from wikipedia

Saint Gertrude of Nivelles (also spelled Geretrude, Geretrudis, Gertrud) (ca. 621 – March 17, 659) was a seventh century abbess who, with her mother Itta, founded the monastery of Nivelles in present-day Belgium. While never formally canonized, Pope Clement XII declared her universal feast day to be March 17 in 1677. She is the patron saint of travelers, gardeners and cats, and against rats and mental illness.

– photo by Mitch Waxman

Spinning about on my heels, the shocking revelation that even here- in the anonymous crowds of Midtown- one was in plain view of a shocking thing which cannot possibly exist which lurks in the cupola of the Sapphire Megalith of Long Island City. One turned north of Broadway, hoping to evade the burning and singular gaze of its triple lobed eye.

from wikipedia

Paranoia [ˌpærəˈnɔɪ.ə] (adjective: paranoid [ˈpærə.nɔɪd]) is a thought process believed to be heavily influenced by anxiety or fear, often to the point of irrationality and delusion. Paranoid thinking typically includes persecutory beliefs, or beliefs of conspiracy concerning a perceived threat towards oneself. (e.g. “Everyone is out to get me.”) Making false accusations and the general distrust of others also frequently accompany paranoia. For example, an incident most people would view as an accident or coincidence, a paranoid person might believe was intentional.

Written by Mitch Waxman

March 25, 2013 at 12:15 am

found unconscious

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“follow” me on Twitter at @newtownpentacle

– photo by Mitch Waxman

Whilst roaming about Long Island City recently, one has come to the realization that the long economic doldrums affecting and stultifying the rapacious desires of the Real Estate Industrial Complex have seemingly come to an end. A recent flurry of high profile constructions, demolitions of centuried warehouses, and industrial tumult points to this fact.

Accordingly, this means that several long standing structures are likely not long for this world.

– photo by Mitch Waxman

Your humble narrator has little need for sprockets, bearings, or pulleys. However, this business on Jackson Avenue hosts a charming mid 20th century bit of signage which answers some need which dare not speak its name within me. A resume and history of “Century Rubber Supply” is beyond my capability or desire to delve into, and I’ve never shopped there, I just like their signage. Enormous construction efforts are underway all around the diminutive structure, and the rest of the block it occupies has shed itself of tenants.

In Long Island City, this indicates that the bell is tolling.

– photo by Mitch Waxman

The malign ideation that dwells within the Megalith and its infinite army of acolytes seem to be on the right side of history. Sooner than later, one fears, the idiosyncratic wonders of Long Island City will soon be entirely replaced by shield walls of glass and steel.

Bland homogenization which stinks of the Crypto Fascist theories of LeCorbusier ruling the future is my fear, but that’s an opinion, and like the anus- everyone has one.

A singular question which will stain the lips of all the still unborn Queensicans of future times, I fear, will be: “where might I buy some sprockets?”. The very old folk who remember an earlier time will remain silent when their children offer this query, lest what else may have been lost is asked about.

incalculable profusion

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– photo by Mitch Waxman

The dizzying display of industrial and architectural might on display above distracts the eye from the subject of this post. Empire State, Chrysler, the entire shield wall of Manhattan… even that sapphire Megalith which distinguishes modern Long Island City is screaming for attention. At its base is a white building which is a former printing plant, later an Eagle Electric factory, which has been converted over to luxury condominiums known as the Arris Lofts. At the bottom of the shot is Skillman Avenue and the north side of the Sunnyside Yard with a train transiting along the tracks. In the midst of all this manifest wealth and ambition, it is easy to overlook Thomson Avenue The lower right hand corner of the shot depicts a viaduct structure which allows trains to pass beneath a vehicular roadway which it carries.

An enormous concrete and steel bridge, 500 feet long and 100 feet wide, and it is hidden in plain sight.

That’s Thomson Avenue.

from 1877’s “Long Island and where to go!!: A descriptive work compiled for the Long R.R. Co.“, courtesy google books:

Long Island City is the concentrating point upon the East river, of all the main avenues of travel from the back districts of Long Island to the city of New York. The great arteries of travel leading from New York are Thomson avenue, macadamized, 100 feet wide, leading directly to Newtown, Jamaica and the middle and southern roads on Long Island, and Jackson avenue, also 100 feet wide, and leading directly to Flushing, Whitestone and the northerly roads.

Long Island City is also the concentrating point upon the East river, of the railway system of Long Island.

The railways, upon reaching the city, pass under the main avenues of travel and traffic, and not upon or across their surface.

– photo by Mitch Waxman

To begin with, lets start with the end. Thomson disappears into the modern street grid when it is rudely interrupted by Queens Boulevard. This is the actual slam bang intersection where the “automobile city” of the 20th century meets the “locomotive city” of the 19th. Thomson avenue is centered on the other side of this tripartite intersection, where it meets Queens Boulevard and Van Dam Street.

The “Great Machine” slithers past Thomson, and hurtles eastward along the more modern thoroughfare.

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.

– photo by Mitch Waxman

Thomson adjoins Jackson Avenue on the other side of its run, where their junction forms the so called “Court Square”, which is where the Megalith squats squamously. There used to be a hospital where the colossus now stands.

from wikipedia

One Court Square, also known as the Citigroup Building, is a 50-story (209.1 meters or 686 feet) office tower in Long Island City, Queens just outside of Manhattan in New York City. It was completed in 1990 by Skidmore, Owings & Merrill LLP for Citigroup. The tower is tallest in New York City outside Manhattan, and the tallest building on Long Island. WNYZ-LP, also known as Pulse87.7 broadcasts from the top of this building.

– photo by Mitch Waxman

Overwhelming and out of character with its surroundings, the Megalith is the tallest structure on Long Island, and 53rd highest building in New York City- if you’re impressed by that sort of thing.


The building, designed by Raul de Armas of Skidmore, Owings & Merrill, is handsome, even somewhat refined; its pale blue-green glass and transparent windows are obviously intended to reduce the impact of the vast tower on Long Island City, and to a considerable extent they succeed. This building would be a lot more overpowering still if it had been sheathed in reflective glass, or garnished with ornament from top to bottom. And the shape – a tower with stepped-back corners that rises straight up for most of its height, with small setbacks at the very top to create a hint of a pyramid where the building meets the sky – helps a bit more in reducing the apparent bulk.

– photo by Mitch Waxman

Across the street from the Megalith is why they call it Court Square, the Long Island City Courthouse. Famously, this is where master criminal Willie Sutton was supposedly asked “Why do you rob banks?” and the master criminal supposedly replied “Because that’s where the money is”. According to Sutton, an urban legend. Funnily enough, the Megalith houses some of the offices of Citigroup, one of the world’s largest banks.

They don’t keep money here, though.


The Long Island City Courthouse is located near the corner of Thomson Avenue and Court Square.

In 1870, before the 1898 consolidation with New York City, the Queens county seat moved from Jamaica to the newly-formed township of Long Island City, which was near all of the train lines. Long Island City was made up of the towns of Astoria and Newtown. Abram Ditmars, the first mayor, had the streets surveyed and paved, brought in a pure water supply and established equitable tax assessments and a regular police force.

The Long Island City Courthouse was built between 1872 and 1876, with delays, scandals and cost overruns. At two-and-a-half stories, built of brick and granite in the French Second Empire style, it became one of the most important buildings in Queens. It was designed by Massachusetts architect George Hathorne. (Hathorne designed Walker Hall at Amherst College, the largest building on campus when it was built in 1870. That building was rebuilt after a fire in 1882 and was torn down 80 years later in 1962.)

The Long Island City Courthouse was gutted by a fire in 1904 and Peter M. Coco was selected to redesign it. A prominent Long Island City architect who trained at the Cooper Institute, Coco designed churches, residences and commercial buildings in the area. Using the foundations and original walls, he added two stories and stripped the building of its then-outmoded ornament, transforming it into a neoclassical style courthouse. He added projected paired Ionic columns to each side of the entrance, which support small balconies. Each has a small helmeted head between the scrolls at the top of the column. The two-story-high entrance is arched, with two dates in the spandrels: ‘1874’ and ‘1908.

– photo by Mitch Waxman

Moving in an easterly direction from Court Square, Thomson finds another connection to the automobile city, as one of the off ramps for the upper level of the Blackwell’s IslandQueensboroEd Koch… Bridge, allowing tens of thousands of vehicles to vomit onto Thomson’s parabola every day.

The change in grade is quite noticeable to the inveterate pedestrian, it should be mentioned.

from “Bulletin, Volumes 9-10 By Building Trades Employers’ Association“, courtesy google books

The rapid progress being made in the grading of Sunnyside yard in Long Island City, the future great terminal of the Pennsylvania Railroad system in New York, and the rapid construction of the eight massive viaducts to provide for the highway and railroad crossings, insure the completion of that section of the great undertaking early next fall.

The most massive of the overhead highway crossings is the Thomson Ave. steel viaduct, 100 feet in width and 500 feet in length, passing over the network of tracks of the Long Island and Pennsylvania Railroads at a height of 30 feet. The Queensboro Bridge extension viaduct, crossing diagonally to the street system of Long Island City, but at right angles to the railroad, is 80 feet in width, and has massive steel girders. The Thomson Ave. crossing, which will be completed next month, and the bridge extension will provide for the traffic over the main arteries of travel, extending through the borough from north to south.

– photo by Mitch Waxman

Scuttling around on the side streets which dead end off of Northern Blvd., like Dutch Kills or Queens or Purves streets, one can gain an appreciation for the height of the Thomson Avenue Viaduct. These roadway artifacts used to proceed through what is now the rail yard, and the historical record is full of lawsuits brought against the Pennsylvania Rail Road or Long Island Railroad companies for damages based on the grade situation.

These law suits detail and define the complicated questions of who owns what around and above the yards.

from 1913’s “2 years transportation progress, Volume 140“, courtesy google books

“perpetual easement or easements for the rights to continue and maintain the said viaducts or bridges over the following streets or avenues as nowlaid out or proposed: and will thereby grant to the city a perpetual easement or easements sufficient for the use and control by the city of the said viaducts and bridges for the purpose of police regulation and other control contemplated by the city ordinances for the care of streets or highways, excepting and reserving, however, to the said companies the right to construct and maintain, at its or their own expense, such connections between the said viaducts or bridges, or any of them, and the property of the said companies, as shall not interfere with the use of the said viaduets or bridges for street purposes.”

Then are specified several viaducts, and as to the one over Thomson avenue it is said:

“The said viaduct or bridge over the proposed Sunnyside Yard on the line of Thomson avenue, hereinbefore in paragraph 1C, set forth, including the right to the city to increase, at its own expense and without interfering with the operation of the said Sunnyside Yard, the width of said viaduct to beone hundred feet”

The intention of the companies was to enlarge the terminal laterally by acquiring from! the city title to the land in the closed streets wherever necessary, and by acquiring the lands abutting thereon from private owners. To do this it was necessary to close the streets across the right of way as broadened, so that the companies could have the fee and possession thereof for railroad purposes. But in some instances, and among them at Thomson avenue, in the place of the portion of the street closed and agreed to be sold a viaduct over the yard was provided and built, and it was necessarily so high over the tracks that the grade of the avenue at either end was necessarily raised to meet it. In other words, over the space where the avenue was obliterated and its bed agreed to be sold a bridge was built, and the abandoned portion made a part of the terminal facilities.

– photo by Mitch Waxman

The Sunnyside Yard tends to insulate Long Island City from the rest of western Queens, forcing its residents and businesses to pass through narrow or crowded choke points when leaving or entering the locale. The landward passages along the East River are defined by the Queensboro, while the southern ridge that overlooks the yard leads to Sunnyside. The other viaducts which cross the yards- Hunters Point Avenue, Thomson Avenue, Queens Blvd. are all orientated in a mostly easterly direction, while the the 35th street or Honeywell Bridge, and the 39th street or Harold Avenue bridge at Steinway Street offer rare and spread out pinchpoints of north south egress across the facility.

The businesses which set up shop around Sunnyside Yard in the early 20th century didn’t much care, they were part of the locomotive city.

Pictured above, one might observe the traffic barrier and pedestrian shed which manifests itself at roughly the 50% mark on the Thomson Avenue viaduct.

from 1913’s “Greater New York: bulletin of the Merchants’ Association of New York, Volume 2” courtesy google books

After luncheon, which was held in the cosy quarters of the Queens Chamber of Commerce on the Bridge Plaza, Long Island City, the party were taken on an automobile drive of about fifty miles, covering the principal points of Industrial interest in Queens.

Great Industries Established

The first stop was made on Diagonal Street which crosses the Long Island Railroad yards. From this point it is possible to see all the features of the industrial development in that part of Queens, especially the development of the Degnon Terminal Company and the new factory of the Loose-Wiles Biscuit Company.

The party then proceeded along Thompson Avenue to Newtown Creek, passing some of the largest factories in Queens, and also the most important industries in New York City, such as the Nichols Copper Company, the General Chemical Company, the National Enameling and Stamping Company, the General Vehicle Company, which is just erecting a large new building, and the Brunswick-Balke-Collender Company.

– photo by Mitch Waxman (note: for the entire post on this burning Amtrak train, click here)

The tracks which Thomson Avenue forms a bridge over are used by Long Island Railroad, Amtrak, and New Jersey Transit (which stores some of its extra daytime capacity in Sunnyside Yards between rush hours). The shot above, which was originally presented in the post Sinister Exultation, depicts an Amtrak engine having a bit of immolation trouble. The section of the yard between Hunters Point and Thomson is (or at least used to be) referred to as “Yard A”.

– photo by Mitch Waxman

From Skillman Avenue, the structure of the Thomson Avenue viaduct is visible as it’s begins to roughly slouch back to the grade level of the surrounding streets. The Sunnyside Yard allows locomotive access to the New York Connecting Railroad, which connects Long Island to the rest of the continent via the Hell Gate Bridge. Sunnyside Yard continues all the way to Woodside, and sits on an astounding 8,500 feet footprint which consumes 192 acres and offers an unbelievable 25.7 miles of track. Historical records discuss the gargantuan task of reclaiming this swampy land for use as a rail yard, as seen in the snippet below.

from 1910’s “New York tunnel extension, the Pennsylvania railroad: description of the work and facilities, Volume 2“, courtesy google books

Originally, a swamp of 40 acres extended from the present location of Honeywell Street and Jackson Avenue to Thomson Avenue, and comprised a portion of the required Yard area; the remaining 168 acres within that area was rolling ground from 10 to 70 ft. above the swamp. Upon this high ground there were 246 buildings of all kinds, and these were purchased and torn down or removed. A view of the swamp in the early stages of the work is shown by Fig. 1, Plate XLV. A vegetable growth, of the nature of peat, from 1 to 4 ft. in thickness, formed the surface of the swamp, except in the bed of Dutch Kills Creek; beneath this there was a layer of mud, and in the bed of the stream a blue-black clay of the consistency of putty. As this muck and clay would move under the pressure of the filling over it, and produce waves of considerable height, it was specified in the contract that a blanket of earth about 4 ft. thick should be first placed over this part of the Yard area, in order to prevent this wave formation. This proved efficacious, except in one or two places, where, owing to unusual depth of filling, the wave formation broke through this covering and rose to such a height as to require excavation of the peat, muck, and mud, in order to secure proper track foundations. In the bed of Meadow Street, where the embankment was very high, the crest of one of the mud waves rose to an elevation of 28 ft. above the swamp.

– photo by Mitch Waxman

The naming of Thomson avenue has always been a bit of a mystery for your humble narrator. Skillman, for instance, was named for a farmer that supported the British during the American Revolution whose lands were confiscated by the victorious rebels (much like DeLancey over in Manhattan). Apparently, there were one or two LIRR and or Pennsylvania RR executives named Thompson- and certain older documents refer to this road as “Thompson Avenue” but this is a common typographic error which favors the more widespread surname.

There was a Thomson that was an important member of the Queens Chamber of Commerce during the 1920’s but the street dates back to the beginnings of Long Island City and must be named for someone earlier.


HISTORY OF QUEENS BOULEVARD: Originally called Hoffman Boulevard, Queens Boulevard dates back to the early years of the twentieth century, when the road was constructed as a connecting route between the new Queensboro (59th Street) Bridge and central Queens. In 1913, a trolley line was constructed from 59th Street in Manhattan east along the new boulevard.

During the 1920′s and 1930′s, New York City began a program to widen Queens Boulevard. The project, which was conducted in conjunction with the building of the IND Queens Boulevard subway line, widened the boulevard to 12 lanes in some locations, and required a right-of-way of up to 200 feet. Once completed, local and express traffic flows were provided separate carriageways.

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