Posts Tagged ‘Queensboro Bridge’
false awakenings
– photo by Mitch Waxman
The other night I dreamt that I walked over a river.
A former trolley car track on the Queensboro Bridge has been transformed by the City Fathers into a combined pedestrian and bicycle ramp, allowing non vehicular egress to and from the Shining City via Queens Plaza. This is not news of course, as thousands march and pedal across the steel and asphalt lane daily, and many of New York’s bridges allow similar crossings. A firm tenet of this, your Newtown Pentacle, is that you cannot see (really “see”) anything from a moving vehicle or train. You must walk, or scuttle, to truly observe the City.
from wikipedia
After years of decay and corrosion, an extensive renovation of the Queensboro Bridge was begun in 1987 and is still in progress, having cost over $300 million.
The upper level of the Queensboro Bridge has four lanes of automobile traffic and provides an excellent view of the bridge’s cantilever truss structure and the New York skyline. The lower level has six lanes, the inner four for automobile traffic and the outer two for either automobile traffic or pedestrians and bicycles. The North Outer Roadway was converted into a permanent pedestrian walk and bicycle path in 1999.
The Manhattan approach to the bridge is supported on a series of Guastavino tile vaults which now form the elegant ceiling of the Food Emporium and the restaurant Guastavino’s, located under the bridge. Originally, this open air promenade was known as Bridgemarket and was part of Hornbostel’s attempt to make the bridge more hospitable in the city.
In March 2009, the New York City Bridge Centennial Commission sponsored events marking the centennial of the bridge’s opening. The bridge was also designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers during the year of its centennial anniversary.
The Queensboro Bridge is the first entry point into Manhattan in the course of the New York City Marathon and the last exit point out of Manhattan in the Five Boro Bike Tour.
– photo by Mitch Waxman
This little excursion, perambulating from Manhattan across the Great Machine’s central artery, was performed on a Tuesday after visiting medical personnel located at Union Square. The Manhattan section of the walk home to Astoria was vague, pedantic, and boring- the City just isn’t fun anymore. During my lifetime, the 45 blocks of Third Avenue transversed would have brought encounters with Junkies, Gangsters, Whores, and a series of intriguing book shops.
The scene today is wholesome, a pedantic stretch of mercantile resellers and upscale restaurants- interspersed by ATM locations. An interesting bit of trivia about Third Avenue, by the way, is that the reason that Bars and Saloons seem to be clustered around certain corners (terty terd and terd) is that their locations vestigially correspond to stops on the Third Avenue El. It’s also why Third seems so widely sited as compared to the other North South streets on the East Side of Manhattan.
from nycsubway.org
The east side branch of the New York Elevated Railroad fulfilled part of the promise of rapid transit yesterday by beginning to run trains from the South Ferry to the Grand Central Depot in Forty-second street. All matters had been thoroughly arranged before the first trip was made; the exact running time that the new engines could make was decided upon and a schedule had been carefully arranged. There were but few stations, however, at which passengers were picked up and dropped. Those were at South Ferry, Hanover square, Fulton street, Eighth street and Forty-second street. The first trip was made from South Ferry to Grand Central Depot at 5:30 A. M., and the distance traveled in twenty-five minutes.
A reporter of THE WORLD road on a train that left South Ferry about 1 P.M. This station is a common one for both branches, and many crowd in waiting started for the door when the agent called out “All passengers for the east side or Third avenue.” There were two handsome cars on the train of maroon color, touched with gold and light paints, and glistening with varnish. The engine also was new and was provided with a regular locomotive cab. The cars within were finished entirely in wood, the seats being of perforated pattern now so common, and running lengthwise of the car. The roofs were slightly decorated, and there was an appearance of neatness without the attempt at elegance of the Metropolitan road.
– photo by Mitch Waxman
Moving east on the Queensboro, one is always prompted to view the sum total of millions of hours of labor, which is called Manhattan (the Shining City). Cumulative, this enterprise called New York City is the end product of a supply chain that stretches across North America and all the way to the fabled Orient. This chain of supply requires distant farms, Canadian coal mines, Pennsylvanian steel mills, and Gulf Coast oil refineries to sustain the population of the Shining City.
At any given moment, on any given day, armadas of commercial goods are in motion toward New York City. On the eastern side of the island, the FDR drive snakes across the riverfront, carrying a ludicrous amount of vehicular traffic north and south across the island, connecting mighty Triborough to the ancient warrens of the Battery at the southern end of the island.
from nycroads.com
PLANNING AND CONSTRUCTION IN THE PRE-WAR ERA: In the 1920’s, public officials and business leaders in New York City proposed waterfront highways along both the Hudson River and East River. The Regional Plan of New York and Its Environs, which was released in 1929 by the Regional Plan Association (RPA), called for a depressed express highway – called the “Chrystie-Forsyth Parkway,” the precursor to the FDR Drive – along the East Side. The tenement districts along the East Side were to be replaced by high-rise buildings housing offices, stores and apartments. To maximize light and air, the widely spaced skyscrapers were to be separated by low-rise buildings and parks.
Robert Moses, arterial coordinator and parks commissioner for New York City, established his vision for the East River Drive: it was to feature six 12-foot-wide lanes, long viaducts for grade separation, and landscaping and parks between the parkway and the river. While the parkway did not have shoulders, it did have emergency pull-off ramps for disabled vehicles. Moses’ riverfront parkway was to connect lower Manhattan with the proposed Triborough Bridge.
– photo by Mitch Waxman
Near the equinox of the bridge, somewhere over- Blackwell’s… Welfare… oops- I meant Roosevelt Island- the occluding fencing of the pedestrian walkway allows a few openings large enough to stick a lens through, and intriguing details of the East River north of the Great Machine can be observed. Don’t forget to witness the locus of this Great Machine itself, with its cantilevered and geared steel persevering the weight of subways, trucks, auto traffic, and the pressure of the wind. There has always been something about the raw engineering of this structure that has appealed to me, one can almost see the lines of force dancing across the painted alloy.
the boweryboys have a fantastic and enjoyable podcast available on Roosevelt Island, and have posted a great collection of photos and (believe it or not) video from 1903 featuring Roosevelt Island that can accessed by clicking here.
– photo by Mitch Waxman
Gaze north, toward the extants of noble Astoria, and witness the diminutive Roosevelt Island Bridge with Hells Gate and mighty Triborough beyond. Recent events have revealed that this vista will be obliterated in the next ten years, as a shield wall of tower buildings have been sited and are in preliminary stages. The single large building in the shot is the Shore Towers building, a pygmy compared to what is coming.
note:
(Pygmy, like Esquimaux, is a somewhat racist term which is falling out of favor for describing ethnic groups of small stature. The African Pygmies, I am led to believe- prefer Aka, Baka, Mbuti, or Twa. Outsiders in Central Africa refer to them as Bambenga or Byaka. People of European cultural heritage, myself included, have a bad habit of giving things we don’t understand or fear pejorative names that we can understand- which makes us feel better about being afraid. Hence the colorful racial thesaurus of the northeastern United States in which there are at least 5 names for every ethnicity, and the reason why we “Americans” tend to refer to the UK as England, the Hellenic Republic as Greece, Zhōnghuá Rénmín Gònghéguó as China, and Bundesrepublik Deutschland as Germany. It’s “why they hate us”, ultimately.)
from nycroads.com
HISTORY OF ROOSEVELT (WELFARE) ISLAND: What is known today as Roosevelt Island was first purchased from the Algonquin Indians in 1637 by the Dutch, who promptly renamed the island “Varckens Eylandt,” or “Hog Island.” In the 1660’s, the British reclaimed the island from the Dutch after years of dispute. The island was granted to Captain John Manning, the sheriff of New York. In 1673, Manning was sentenced to death (later commuted to life imprisonment on the island) for relinquishing New York’s Fort James to the Dutch without a shot.
When Manning died in 1686, stepdaughter Mary Manningham renamed the island after her husband, Robert Blackwell. Blackwell Island remained in private hands until 1828, when the City of New York purchased it and transformed it into a setting for mental institutions, hospitals and prisons. Reflecting this setting as a repository for the down and out, the city renamed the property Welfare Island in 1921.
PROVIDING ACCESS TO THE ISLAND: Initially, access to Welfare Island had been through a series of ferries from Manhattan and Queens. In 1930, a four-cab elevator service began between the lower deck of the Queensboro (59th Street) Bridge and the island. The service, which had served 230,000 cars per year by the early 1950’s, provided the only public connection to Welfare Island.
The increasing traffic needs to and from Welfare Island, as well as growing congestion on the Queensboro Bridge, prompted the New York City Department of Public Works to propose a new vertical-lift crossing between Queens and Welfare Island. After initial resistance from the New York City Council, which doubted that the $6.5 million span would carry enough traffic to justify its cost, construction of the Roosevelt Island Bridge (then named the Welfare Island Bridge) began on March 17, 1952.
– photo by Mitch Waxman
Glancing south, Corbusier’s monolith casts its pale reflections, and the shining city stretches off to the Battery. This is a difficult viewpoint though, as the lanes of lower level bridge traffic are just yards away, and speeding vehicles occlude the perspective. Anyway, who cares about Manhattan anymore? Its nightlife has become a playground for those whom we in Brooklyn used to refer to as driving “Dadillacs” (daddy’s Caddy), and to reiterate- it’s just not fun anymore.
from nytimes.com
The six-story walk-up at 339 East 94th Street has seen much over the decades: generations of mostly white and Hispanic immigrants, nests of mice, drug deals, a police bust, at least one stabbing, a recent influx of young professionals, and a future presidential candidate: Barack Obama.
In his memoir, “Dreams From My Father” (Three Rivers Press, 1995), Mr. Obama described his Yorkville apartment, on East 94th Street between First and Second Avenues, as “part of the shifting border between East Harlem and the rest of Manhattan.” He described a scene that will sound familiar to undergraduates and others who scraped by in the seedy and dangerous New York of the 1980s:
It was an uninviting block, treeless and barren, lined with soot-colored walk-ups that cast heavy shadows for the rest of the day. The apartment was small, with slanting floors and irregular heat and a buzzer downstairs that didn’t work, so that visitors had to call ahead from a pay phone at the corner gas station, where a black Doberman the size of a wolf paced through the night in vigilant patrol, its jaws clamped around an empty beer bottle.
– photo by Mitch Waxman
The busy walkway and bicycle ramp on Queensboro has contributed to the general hostility developing in your humble narrator to the biking community. Now, I admit that the young couple in the shot above are breaking the rules and clearly walking in the bike lane, but they’re in love so let’s cut them a break. However, the aggressive entitlement displayed toward pedestrians by the biking community at large (especially on the Pulaski Bridge) compels me to call for the City to complete the process of normalizing bicycle commuting as standard vehicular transportation by requiring licensing, registration, and insurance. If you demand the right to be treated as legitimate vehicle on the streets of New York, you must comply with the law. No sneaking around red lights, charging crosswalks, or use of the sidewalk can be tolerated… imho.
from nyc.gov
Commuter bicycling in New York City has increased by 26% in the last year, building on last year’s unprecedented growth and representing a more than doubling in bike commuting in just the last seven years. The increase comes alongside the expansion of the City’s bike network, with the number of bike lanes nearly doubled the last three years.
– photo by Mitch Waxman
Incongruously handsome, the Rikers Island prison complex is visible from the bridge, the patina of it’s concrete reflecting the golden liberty lost to those within. A little known fact is that the population of Rikers Island is counted as part of our City Council’s 22nd district here in Astoria, but the inmates are not allowed to vote, rendering a sizeable portion of the actual population mute. I’m not advocating letting felons vote, but apportionment of city and state budgets are based on census data and not attendance at elections.
ERRATA!!! Reader Jayspec points out that this is the Manhattan Psychiatric Center on Ward’s Island, which is somewhat obvious in retrospect. Sorry gang, screwed up again- Mitch
from wikipedia
Rikers Island is New York City’s main jail complex, as well as the name of the 413.17-acre (1.672 km2) island on which it sits, in the East River between Queens and the mainland Bronx, adjacent to the runways of LaGuardia Airport. The island itself is part of the borough of the Bronx, though it is included as part of Queens Community Board 1 and has a Queens ZIP code. The jail complex, operated by the New York City Department of Correction, has a budget of $860 million a year, a staff of 10,000 officers and 1,500 civilians to control an inmate population of 14,000. The official permanent population of the island, as reported by the United States Census Bureau, was 12,780 as of the 2000 census.
The island is named after Abraham Rycken, a Dutch settler who moved to Long Island in 1638 and whose descendants owned Rikers Island until 1884, when it was sold to the city for $180,000. It has been used as a jail ever since.
– photo by Mitch Waxman
Big Allis is quite visible from the bridge, with its busy hive of conduits and valves feeding fuel to its cyclonic turbines. One of the little facts about Queens not being discussed in the current rush to overdevelop the quaint streets of the ancient hamlets of Newtown, which I fear will have dire consequence in the future, is the presence of critical facilities like this amongst large numbers of bourgeois newcomers. Examine the controversies in Long Island City at Hunters Point- the LIRR diesel idling noise (from liqcity.com) complaints, and realizations are beginning to surface in Tower Town that Long Island City is indeed “the Ancient Seat of Graft“.
from nytimes.com
The exhaust fans occupy a squat building that stands at an angle on 50th Avenue in Long Island City, Queens, in a narrow lot surrounded by brush and an iron fence, behind an elegant high-rise building half a block from the East River.
No one denies that they are a necessity: The fans clean the air in a tunnel for the No. 7 subway line when workers are making repairs, something that has happened a lot in the past few weeks and that will continue for several more weeks.
But the problem is that the fans come on without warning, mostly late at night, and stay on for hours, driving people to distraction because the noise makes sleeping virtually impossible.
– photo by Mitch Waxman
Passing the bridge tower driven into Queens, the real droning hum is to be found. Queens Plaza is being painfully reborn, and in as traumatic a manner to the surrounding communities as it can be. The survivors of the late 20th century, stolid holdouts who barred their windows and triple locked their doors- but who stuck out the bad years- are told simply to leave. Their century old homes are bought and paid for as “tear downs” by bonded foreign corporations who have been instructed by City officials to “do what thou wilt, for that shall be the whole of the law”.
Crowleyism seems to have become the governing principle of our republic, and ultimately the logic behind “American Exceptionalism“.
from wikipedia
Thelema roughly means “will” in Greek. The phrase True Will does not appear in The Book of the Law, the central sacred text of Thelema. Nevertheless, Aleister Crowley’s various commentaries on the Book routinely postulate that each individual has a unique and incommensurable True Will that determines his or her proper course in life. This invention of Crowley’s appears to be an attempt to explain how some actions may be wrong (or “false”) when “There is no law beyond Do what thou wilt.” Actions that conform to True Will are thus considered to be correct, while willed actions that deviate from True Will may nevertheless be wrong. In The Book of the Law Crowley wrote “Do What Thou Wilt”.
“DO WHAT THOU WILT” was misunderstood to mean do what you want, however one must consider that a human being is a single machine composed of several parts. So, when one says do what thou wilt , he/she must understand the origin of this will in order to promote or demote its importance. One is formed of a material, mental and spiritual component. These components are all controlled and directed by will that flows through the three and uniting them as one. Initiates of the sacred science are acquainted with the fact of a fourth dimension that is the base of this triad that forms a human being. True will is fourth dimension, that directs the human towards his destiny and forces him into the joy of accomplishing what he/she was meant to accomplish.
– photo by Mitch Waxman
The Great Machine, visible from the high deck of the Queensboro Bridge, beckons your humble narrator to scuttle home before it begins to get dark.
Predatory and fleet, shapes lurk in the sodium lit shadows of the Newtown Pentacle, hungry and weird things that care little for the normal or expected. Feckless, physical cowards such as myself are given to certain spells… vulnerable panics best experienced in one’s own rooms, in the company of my little dog.
That’s when I woke from my dream of walking across a river, in some Shining City with its cyclopean vistas of titan cut stones and sky flung monoliths…
I’m all ‘effed up.
from wikipedia
The categorical view of psychosis is most associated with Emil Kraepelin, who created criteria for the medical diagnosis and classification of different forms of psychotic illness. Particularly, he made the distinction between dementia praecox (now called schizophrenia), manic depressive insanity and non-psychotic states. Modern diagnostic systems used in psychiatry (such as the DSM) maintain this categorical view.
In contrast, psychiatrist Eugen Bleuler did not believe there was a clear separation between sanity and madness, and that psychosis was simply an extreme expression of thoughts and behaviours that could be present to varying degrees throughout the population.
This was picked up by psychologists such as Hans Eysenck and Gordon Claridge who sought to understand this variation in unusual thought and behaviour in terms of personality theory. This was conceptualised by Eysenck as a single personality trait named psychoticism.
Claridge named his concept schizotypy and by examining unusual experiences in the general population and the clustering of symptoms in diagnosed schizophrenia, Claridge’s work suggested that this personality trait was much more complex, and could break down into four factors.
- Unusual experiences: The disposition to have unusual perceptual and other cognitive experiences, such as hallucinations, magical or superstitious belief and interpretation of events (see also delusions).
- Cognitive disorganisation: A tendency for thoughts to become derailed, disorganised or tangential (see also formal thought disorder).
- Introverted anhedonia: A tendency to introverted, emotionally flat and asocial behaviour, associated with a deficiency in the ability to feel pleasure from social and physical stimulation.
- Impulsive nonconformity: The disposition to unstable mood and behaviour particularly with regard to rules and social conventions.
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.
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.
In the cold waste 2
from Vernon Blvd., Queensboro – photo by Mitch Waxman
Despite fingertips bleached to parchment white by biting wind and polar conditions, the cold waste beckons, and your humble narrator perseveres.
The relict shores of Ravenswood’s 3rd world persist in atavist glory at Vernon Blvd. and 44th drive, near the Gordon Triangle, which is what passes for a city park in this stronghold of the Oligarchs.
Brutal realities confront one here, 1 and 2 family homes still can be found, abutting vast victorian mill buildings converted to warehouse duty in the early 20th century. Fingerprints, left by the fattened digits of the masters, greasily smear across the neighborhood- every “available” sign on a relict warehouse is a signal of avarice and intent.
Taxis parked – photo by Mitch Waxman
At 46th avenue, the brick horizon opens, and a glimpse of the shining city is offered. Soon, this viewpoint and vantage will be occluded by yet another high rise spire, a warehouse offered to white collar laborers. Where will the unwashed who cook- and clean- and build- live and work when this 3rd world is gone- ground beneath the jeweled heel of progress?
The children of these new residents- where will they play and go to school? What will happen to the fragile infrastructure of 19th century streets, where wounds to the modern asphalt reveal victorian cobblestones? Why is the municipality not requiring the construction of new subway stations and schools, or at least sewers, from these Oligarchs for the rapacious profits they will garner from these grand projects?
Soil remediation tent – photo by Mitch Waxman
All the poisons in the mud will leach out, in the end.
The parable is exemplified at Anable Basin, at 5th street, where a second attempt at remediating the industrial history and unmentioned past of Ravenswood and Hunters Point is underway. This extant of the QueensWest development, whose previous metastasizes eradicated the historic district between the LIRR powerhouse and the LIRR Gantry docks, is troubled by environmental concerns that have postponed the plans of the masters.
Lessons learned there have been incorporated by the municipal chamberlins and chancellors, to avoid such expensive delays in a newer and larger project called Queens South just beginning at Hunters Point.
Megalopolis and Brownfield – photo by Mitch Waxman
Home sweet hell, New York City, the vast human hive.
The cement goddess is mother and home, school and prison, always a battleground- it produces children who are survivalist predators. When we walk the earth, New Yorkers are tigers amongst simpler peoples who didn’t have to endure living with… other New Yorkers.
There is a mind set amongst the rich in New York, and there always has been, that the poor can be saved by example- by having the poor live “as we do”. All of the afflictions of poverty can be alleviated- if not cured. Progressive Reformer or New Law Tenement or Urban Renewal or Gentrification or Upzoning, call it what you want- but Caesar is building the new Roman slums in an entirely inorganic fashion. This neighborhood used to be an industrial center, and then a junkyard, and that’s the reason why the ground is poison.
The industrial revolution happened. Here.
Testing Wells- May 30, 2009 – photo by Mitch Waxman
I am not a fan of vertical tower dwellings whose price of entry is designed to bring a non homologous population into an existing ethnic neighborhood as I can predict what will happen a generation or two from now, but I don’t own the land.
True ownership allows untrammeled discretion- if I own a car, I can set it on fire if I wanted to. If I own a house, I can knock out all the walls if I wanted to. If I could erect a forty story statue of my little dog Zuzu directly across the river from the United Nations building- that would robotically defend the city against giant Cat or Squirrel attack of course- it would be my business- because its my property. Why, though, would the City of New York instead encourage me to build an apartment house on a contaminated site instead of accepting the nature of the place and dedicating it to some acceptable usage? Could it just be the installation of a certain demographic and tax bracket into an overwhelmingly low and middle income neighborhood would benefit the status quo over in Manhattan?
Again, I’m just some guy, who doesn’t own anything. They’re rich guys, and in modern America, rich means you’re right- so what does it matter what I think?
Waste Barrels- June 29, 2009 – photo by Mitch Waxman
I’ve been haunting this place for a while.
Fascinating little project they have going on, which has actually activated some community activism amongst the new residents of Long Island City- the Tower People. Not bad folks these Tower People, on the whole, despite being a denigrated group referred to with smirks and winks by long time LIC’ers. Degreed and lettered professionals on the whole, they are a legion of bankers and lawyers who exist in the warren shadows of Manhattan’s financial district and turbulent midtown by day, but they turn Long Island City from a neighborhood into a dormitory.
A narrow enough lensing of the past can create causality from coincidence, but if you think that Battery Park City or Jersey City is city planning at its best, you’re going to love the new Long Island City.
Brownfield Work Site – photo by Mitch Waxman
The only buy-in for the community at large to enjoy are the production of riverfront parklands, which are remarkable, from which you may admire Manhattan while ignoring Queens stretching out behind you.
A recent article found at Queenscrap describes the cost of maintaining NYC parks at an astounding $10,000 per acre. Using this metric, Calvary Cemetery would need to raise $720,000 per year for groundskeeping, the average suburban golf course would have yearly expenditures measured in the millions, and a midwestern farm would incur costs in the tens of millions to maintain their lands let alone harvest them. I do believe that the journalists out there should take a close look at the Parks Dept. if this number is accurate. Just to be clear, as acreage is an old fashioned measurement not used commonly in the urban setting, that’s a square which is 208 feet and 8 inches on a side. The riverfront parks associated with Queens West will cost as much as $100,000 per acre.
Brownfield Work Site – photo by Mitch Waxman
9.5 acres, and owned by Rockrose Development (which has recently transformed itself into another corporate entity), this is the future home of four residential towers. As of April 2008, some 80,000 tons of contaminants had been removed from the site at a cost of $31 million. Standard Oil sited an oil refinery here in the 1860’s, and the soil is contaminated with Benzene, Petroleum Distillates, and volatile organic chemicals whose detected presence – in trace amounts- would cause the regular NYFD to evacuate and call in their HAZMAT teams.
Additionally, generations of untreated sewage and industrial pollution swirl and mix with the water table of the East River in the deeply cold gravels and blackened mud beneath the place. Sources also reveal that the “clean fill” being used to replace the contaminated substrates that were removed in the remediation process emanates from the tunnel being bored out from under the East River by the “East Side Access” project.
Who can guess, what it is, that still may lie hidden down there?
Brownfield Work Site – photo by Mitch Waxman
All the poisons in the mud will leach out, in the end.
Why I love NYC Marathon day
– photo by Mitch Waxman
I make it a point of walking the borderlines between contestant and spectator when the NYC Marathon comes hurtling through Long Island City. The big show always delivers easy photos of runners and acolyte crowd, but for me, the NYC Marathon offers something else. An untrammeled and traffic free opportunity to explore Queens Plaza without the suspicious attentions of the NYPD focusing upon me as a potential anarchist or possible adherent to some fifth columnist group’s philosophies.
for 2008 marathon coverage- and discussion of the physical culture movement, click here.
– photo by Mitch Waxman
Normally impossible angles and vantage points- forbidden by either those security regulations so rigorously enforced by the NYPD or that unyielding flow of traffic entering Queens from Manhattan via the Queensboro Bridge- are available during the Marathon due to the wholesale diversion of traffic away from the event.
for 2009 ING NYC marathon coverage, click here. If you’re looking for photos of the runners as they hurtled through LIC, click here for the entire set of photos at flickr.
– photo by Mitch Waxman
Incongruously empty of their reason for existence, the utilitarian patience of Queens Plaza’s cement clad steel roadways is tried only by the sound of thousands of runners, a cheering crowd, and a complex of actively running elevated subway tracks. The comparative silence offered to your harried narrator during such moments is nepenthe.
– photo by Mitch Waxman
I’ve been lucky in the last few months. The occasion of the Queensboro Bridge Centennial, with its associated parade and historical community events, allowed unprecedented access to the structure- associated onramps– and approaches, and the rich historical vistas normally rendered unreachable by the dangers of oncoming and uncountable waves of vehicular traffic.
– photo by Mitch Waxman
Work has already begun on the renovation of Queens Plaza into a form more to the liking of the oligarch masters of New York, hidden in their Manhattan towers, but what fate will befall the past?
Look to ancient Millstones for prognostications about the future, and commentary on the regard shown the past by those self same urban masters. Forgotten-NY‘s Kevin Walsh, in the syndication feed of his Huffington Post column, has written a great history of the Queens Plaza Millstones- click here.
Queenscrap has been all over the controversy. So has the NY Daily News. Your humble narrator was allowed to video a community meeting on the subject, and it can be viewed here.
– photo by Mitch Waxman
Accompanying the municipal re-rendering of the Plaza will be the construction of multiple tower buildings- condominium apartments and hotel complexes, as well as the opening of a Long Island Railroad and MTA Subway crossover station at Skillman Avenue. Progress has been girdled by the recent financial crisis, but this is hardly the first cycle of boom and hopeless bust that Queens Plaza has weathered.
– photo by Mitch Waxman
Wonder what it might look like in another 100 years, when the archaic elevated subway tracks are rusted away and replaced, in a time when vehicular traffic as we know it will be considered quaint. Wonder if you’ll still be able to see the sky in Long Island City in just 10 years, and whether or not America’s great cities will be anything other than amusement parks and tourist attractions in 50.
The Newtown Pentacle 