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Explore In May 23, 2009
حقوق الطبع والنسخ والنشر والحفظ في جميع الصور محفوظة وحصرية لـ سالم الشايجي ،
ولا يمكن حفظ او نسخ او نشر او استخدام اي من الصور بدون اذن
Copyright and copying, publishing and conservation in all images reserved exclusively for Salem alShayji, can not save, copy, publish or use any of the photos without permission
Der Spiegel Publishing House in HafenCity, Hamburg. Der Spiegel is one of the best-known news magazines in Germany.
I was on a photo weekend (as a guest) with the experienced photographer and my good friend Andreas Mundt from Hamburg. Please check out his amazing photos on his photo Stream.
Sailing yacht Hawk photographed on July 2, 1891. My colorization of the original Detroit Publishing Co. image in the Library of Congress archive.
A wig, a mask, and some black eyeshadow. Three different looks. I like them all too much to choose which to publish, so I'm publishing all three and looking for you all to tell me which is your favorite look and why. Please and thank you. :)
And as a side note, I think I'm getting sicker again. I was feeling so much better on Tuesday that I was sure I was through the worst of it. But yesterday I felt a little bit worse again, and this morning I'm feeling even worse than yesterday. A friend of mine told me that's one of the signs of H1N1, the whole feeling better and then getting worse again, so now I'm freaking out that I have the stupid swine flu. And could it possibly have worse timing, whatever this is? I'm supposed to be partying with some ridiculously cool flickr people on Saturday and if I have to miss it because of this, I'm going to be a flaming ball of fury.
This is Look #3
A simple rabbit, designed by Taiko Niwa. Taiko Niwa (†2021-12-28) was a Japanese origami designer. She also participated, together with Tomoko Fuse and Satoko Saito in the edition and publishing of
several books by Shuzo Fujimoto.
Mimi, Bri, Todd, Christi, Devin P's ear, Christina's skirt, Jaschu, Paul's head, Sig, Rannie, Laura..
Payday ? Treat yourself to my book :)
Check out my profile for more information
All the favourites and most popular images are in here, as well as my personal favourites.
Eastern Yacht Club Commodore William F. Weld´s schooner Gitana - one of the fastest of her time - photographed (prob.) in 1892. My colorization of an image in the Library of Congress archive (Detroit Publishing Co. collection).
Gitana was a keel schooner designed and built by D. J. Lawlor of Boston for William F. Weld II in 1882. LOA 114-6ft. LWL 97-4ft. (Lengthened forward and alterations made to her spars by W. B. Smith of Boston in 1886.)
Weld, the grandson of the famous Massachusetts shipowner and industrialist William F. Weld I, was not allowed to use his beautiful yacht for very long after this photograph was taken. Already on January 11, 1893 the Harvard Crimson wrote in its obituary:
"Commodore William F. Weld, '76 died, at his home in Brookline on Sunday evening at 8 o'clock. Mr. Weld died of heart failure, the direct result of a severe attack of diphtheria. He contracted a severe cold while skating, and it developed into diphtheria. It was confidently expected that he would recover but Sunday night he had a relapse from which he was unable to rally.
Mr. Weld received the title of Commodore from the Eastern Yacht Club. He was intensely interested in yachting owning the famous schooner yacht Gitana.Mr. Weld was a member of the Country Club, and also a member of leading social clubs in Boston, including the Algonquin, Union, Somerset, St. Botolph and Tavern clubs. He was also a member of prominent clubs in New York and Philadelphia.Mr.
Weld was 37 years old. He was born in Boston in 1856, and graduated from Harvard in 1876."
No Wave - Marc Masters
Black Dog Publishing (2007)
Rough Trade - Rob Young
Black Dog Publishing (2006)
Warp - Rob Young
Black Dog Publishing (2005)
Krautrock - Various contributors
Black Dog Publishing (2009)
When I decided to write my Camino story I knew I was going to self-publish it .This book was a good start to help me. It was at my local library. One year ago, I published my first book and it is available on Amazon in English (On foot in France) and in French (Mon Camino en France). At the end of October, I will be doing an author talk at my library.
Apprendre a publier un livre ...c'est ce que j'ai du faire. il y a un an aujourd'hui, mon premier livre ( On Foot in France) etait disponible pour tous ceux qui etaient interesses. Et quelques mois plus tard, une version en francais : Mon Camino en France. Consultez mon site web pour plus d'informations. www.onfootinfrance.com
Thanks Drew Halverson for brightening my day with this photo which was posted on my Facebook profile today. Thanks to Kalambach Publishing and their editorial and art staff for choosing my photo. Very humbled and honored.
The last one of my extra shots to celebrate the publishing of my pictures in "Destination" Magazine.
I'll be back in New York on April. Have a drink ?
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© Do not use/modify without authorization.
Back in NY for some extra shots to celebrate the publishing of my pictures in "Destination" Magazine.
You really got to press L !
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© Do not use/modify without authorization.
Maparium - Eastern Hemisphere
Copyright 1961
The Christian Science Publishing Society
C27116
CAPA-027905
Back in NY for some extra shots to celebrate the publishing of my pictures in "Destination" Magazine.
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© Do not use/modify without authorization.
Bordes d'Engolasters, Pla d'Engolasters, Escaldes, (E-E), Andorra-city, Andorra, Pyrenees
More Engolasters images: 250+ fotos of Engolasters www.flickr.com/groups/ad700engolasters/pool . Or follow the group links at right side.
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(c) Lutz Meyer, all rights reserved. Do not use this photo without license.
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Andorra has more than 60 churches. See them all on 1 page >>> www.lutz-meyer.com/reise/0809and-churches.htm
©2012, FUSINA Dominik
Publishing date : 09/05/2012
Location : Beaujolais - France
Don't use or publish that photo without my permission.
Thank you for your favs (F) en comments ;)
On Facebook
Ou sont les fées ? | Beaujolais
Ce jour là, le ciel était gris, triste. Je ne sais par quelle impulsion je suis allé me perdre dans les hauteurs du Beaujolais. Traversant la brume épaisse, les rayons de soleil me dévoilèrent un paysage magique, baigné d'une douceur extrême. Cet instant féérique, le voici.
Après çà, vous allez me dire que les fées n'existent pas ?... Balivernes !
dominikfoto's photos on Flickriver
FUJI X-PRO 1
Lens : 35mm-f/1.4 FUJINON
Settings : 200 ISO - f/1.4 - 1/2400e
Filter : --
Lights : --
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Tripod : --
File : JPEG file from FUJI - Processed by LR4
title.
Now, where you are.
Manhattan . New york city 2017. shot … … 6 / 6 … / 6
Day of departure from Japan, August 16, 2017.
The day I came back to Japan, 21 August
(4 nights 6 days.)
(Today's picture. That's unannounced.)
( ( Lumix G3 shot ) )
image.
Little B's Poem ….. Bobby Hutcherson
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Profile.
In November 2014, we caught the attention of the party selected to undertake the publicity for a mobile phone that changed the face of the world with just a single model, and will conclude a confidentiality agreement with them.
stealaway.cocolog-nifty.com/stealaway/2018/03/tokyo-big-s...
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iBooks. Electronic Publishing. It is free now.
0.about the iBooks.
stealaway.cocolog-nifty.com/stealaway/2017/03/about-digit...
1.unforgettable '(ENG.ver.)(This book is Dedicated to the future artist.)
itunes.apple.com/us/book/unforgettable/id1216576828?ls=1&...
2.unforgettable '(JNP.ver.)(This book is Dedicated to the future artist.)
itunes.apple.com/us/book/unforgettable/id1216584262?ls=1&...
3. Streamlined trajectory.(For Japanese only.)
itunes.apple.com/us/book/%E6%B5%81%E7%B7%9A%E5%BD%A2%E3%8... =11
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instagram.
www.instagram.com/mitsushiro_nakagawa/
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Pinterest.
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fotolog
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twitter.
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Japanese is the following.
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flickr . ( XL size )
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www.flickr.com/photos/stealaway/
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My Novel >> Unforgettable'
(This book is Dedicated to the future artist.)
Mitsushiro Nakagawa
All Translated by Yumi Ikeda .
images.
U2 - No Line On The Horizon Live in Dublin
www.youtube.com/watch?v=_oKwnkYFsiE&feature=related
There are two reasons why a person faces the sea.
One, to enjoy a slice of shine in the sea like children bubbling over in the beach.
The other, to brush the dust of memory like an old man who misses old days, staring at the shine
quietly.
Those lead to only one meaning though they do not seem to overlap. It’s a rebirth.
I face myself to change tomorrow, a vague day into something certain.
That is the meaning of a rebirth.
I had a very sweet girlfriend when I was 18.
After she left, I knew the meaning of gentleness for the first time and also a true pain of loss. After
she left, how many times did I depend too much on her, doubt her, envy her and keep on telling lies
until I realized it is love?
I wonder whether a nobody like me could have given something to her who was struggling in the
daily life in those days. Giving something is arrogant conceit. It is nothing but self-satisfaction.
I had been thinking about such a thing.
However, I guess what she saw in me was because I had nothing. That‘s why she tried to see
something in me. Perhaps she found a slight possibility in me, a guy filled with ambiguous, unstable
tomorrow. But I wasted days depending too much on her gentleness.
Now I finally can convey how I felt in those days when we met.
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Fin.
images.
U2 - No Line On The Horizon
www.youtube.com/watch?v=_oKwnkYFsiE&feature=related
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Title of my book > unforgettable'
Author : Mitsushiro Nakagawa
Out Now.
ISBN978-4-86264-866-2
in Amazon.
www.amazon.co.jp/Unforgettable’-Mitsushiro-Nakagawa/dp/...
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Schedule of the next novel.
Still would stand all time.(unforgettable'2)
2018. Spring. It's expected to open it. That's Japanese.
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An exhibition in 2019.
spring.
theme.
Silence Is the Way. (Tentative title)
place. Tokyo Big Site.
Sponsoring. Design festa.
2020.
Date unknown.
DIC Kawamura Memorial Art Museum attached gallery.
place. Sakura City, Chiba Prefecture.
theme.
From that day, forever ...
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instagram.
www.instagram.com/mitsushiro_nakagawa/
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Pinterest.
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fotolog
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twitter.
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Japanese is the following.
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Amazing Stories / Magazin-Reihe
- Milton Lesser [C. H. Thames] / The Iron Virgin
- Karl Stanley / The Vacation
- Manly Banister / The Scarlet Saint
- E. K. Jarvis / Green Warning
cover: Ed Valigursky
Editor: Howard Browne
Ziff-Davis Publishing Company / USA 1956
Reprint: Comic-Club NK 2010
ex libris MTP
St. Patrics Cathedral on 2016 Christmas Eve.
New York’s First Cathedral: The Basilica of St. Patrick’s Old Cathedral
Written by Joyce Mendelsohn, 2001
Edited and updated by James E. Garrity, 2015
The Basilica of St. Patrick’s Old Cathedral is the original Cathedral of the Archdiocese of New York. Since its construction 200 years ago on the corner of Mott and Prince, it has stood as the heart of old New York; a beacon for the Catholic faithful and an American symbol of religious freedom. Originally the center of a once impoverished Irish community, St. Patrick’s has expanded to serve a diverse community of Catholics from Italian, Hispanic, Asian, and various other origins. Today, our Basilica of St. Patrick’s Old Cathedral remains a vital force in the community which proudly unites Catholics through worship, social groups and spiritual guidance.
The History of Catholicism in New York
The history of our city's Catholicism begins in the 17th century with French-born Fr. Isaac Jogues, a Jesuit who landed in New York State. Fr. Jacques was one of the North American Martyrs sent as missionaries to the Quebec Hurons in the early 1640s. He escaped capture and torture by an Iroquois war party in 1643 with the help of Dutch Calvinists who smuggled him by boat to New Amsterdam (later renamed New York) where he was warmly welcomed as “a martyr of Jesus Christ” by Willem Kieft. Father Jogues sailed back to Europe upon learning that 18 different languages were spoken among the settlement population numbering some 500, described as having “the arrogance of Babel.” He later returned as an Iroquois missionary though he was seized and murdered in 1649 by a member of the Mohawk tribe. His canonization was in 1930 by Pope Pius XI.
Peter Stuyvesant proceeded Kieft with openly hostility to public worship by religions other than the Dutch Reformed Church which remained even after the British gained control in 1664 of what became New York. The small Catholic population only gained esteem in 1674, when King James II (a Roman Catholic convert) granted religious liberty to the province which still lacked a its own place of worship. In 1683, King James II appointed an Irish Catholic Colonel Thomas Dongan to govern New York under his “Charter of Liberties and Privileges” which granted religious freedom to all Christians. However, the fall of the Catholic Stuarts in England due to the Protestant “Glorious Revolution” of 1688 drove Dongan from his post, ending the brief religious liberty in the province and ushering in a law in 1700 that prohibited Catholic priests from entering the city as per the provincial assembly. Despite these restrictions, Jesuit Ferdinand Steenmayer snuck into the city to celebrate Mass in secret on several brave occasions.
Upon the anti-Catholic law being repealed (1784) in the now sovereign state of New York, an Irish Capuchin friar Charles Whelan arrived in the city to help organize what would become the first Catholic parish in the independent United States. New York’s Catholic community numbered less than 1,000 of the total 230,000 populating the land from French, Spanish, Portuguese, German, and Irish descent. Nevertheless, the Roman Catholic Church in the City of New York was incorporated in 1785, led by the French consul and largely financed by a donation from King Charles III of Spain. Construction then commenced on the first Catholic house of worship in the city - St. Peter’s Church.
Opening Mass was celebrated on November 1, 1786, in the small, Georgian- style building located on the corner of Barclay and Church streets in lower Manhattan. Severely damaged in the Great Fire of 1835 (a conflagration that raged for three days and destroyed 674 buildings), the original wood frame building was replaced in 1840 by the present monumental granite structure, designed in the classicaltradition.
Pierre Toussaint And Mother Elizabeth Ann Seton
Two extraordinary parishioners are connected with St. Peter’s Church: Pierre Toussaint, who is being considered for canonization, and Mother Elizabeth Ann Seton, the first native-born American saint.
Toussaint, born in Haiti in 1766, was brought as a slave to New York in 1787. When his owners fell upon hard times, he became a successful hairdresser, at the same time quietly waiting on and supporting the household. After the death of his owners, the former slave purchased his wife’s freedom and became a leader of the free black community in New York.
Pierre Toussaint devoted his life to aiding the poor and the sick—opening his home to black orphans, raising funds to support a Catholic orphanage and school, and entering quarantined zones to nurse victims of epidemics that ravaged the city.
Toussaint worshiped at St. Peter’s Church for sixty-six years and was buried in the cemetery of St. Patrick’s Old Cathedral in 1853. In 1989, his remains were removed and brought to St. Patrick’s Cathedral uptown as the first step in the cause for his beatification. Within St. Peter’s Church is a life-size marble statue of Elizabeth Ann Seton, who was born in New York in 1774 into a devout Episcopalian family. At age nineteen, Elizabeth Ann Bayley married wealthy businessman William Seton. They raised a family of five children in a gracious home at 7 State Street facing Battery Park, which is now the Shrine of Saint Elizabeth Ann Seton. As a young wife and mother who became deeply involved in assisting the poor, Mrs. Seton was widely known as the “Protestant Sister of Charity.” After her husband’s death, the widow—always deeply spiritual—was drawn to Catholicism and in 1805 was received into the Catholic faith at St. Peter’s Church.
Elizabeth Ann Seton turned for guidance to BishopJohnCarroll. He had been appointed as the first Bishop in the United States in 1789 and in Baltimore presided over America’s first diocese— encompassing all of the thirteen original colonies. At Bishop Carroll’s urging, she moved her family to Baltimore in 1808 to open a Catholic girls’ school—marking the beginning of the Catholic system of parochial schools in the United States. Mother Seton founded the Sisters of Charity—the first Catholic religious order in America. Her order was successful in establishing orphanages and hospitals and developing the parochial school system. Mother Elizabeth Ann Seton died at age fifty- two in 1821 and was canonized by Pope Paul VI in 1975.
Father Antony Kohlmann
In response to the needs of a growing number of Catholic immigrants, Pope Pius VII established the Diocese of New York in 1808, which included all of New York State and a portion of northern New Jersey. Archbishop Carroll chose Alsatian-born Father Antony Kohlmann, along with several of his fellow Jesuits, to organize the new diocese. When Father Kohlmann arrived in the new diocese, he described the Catholic population as consisting “of Irish, some hundreds of French and as many Germans; in all according to the common estimation of 14,000 souls.” A parcel of land on Mott Street on the comer of Prince Street was chosen for the construction of New York’s first Cathedral. It was to rise on land that had been purchased in 1801 and 1803 by St. Peter’s Church for a burial ground. (The graves were removed to another site.) At the time, Canal Street was the northern boundary of the built-up portion of Manhattan. The Cathedral, erected in the midst of meadows, hills, and woodlands, was referred to as the “new church out of town.” (It was still a rural area in 1820 when a fox was caught in the churchyard!) Funds for construction came from large numbers of poor Irish immigrants—at considerable personal sacrifice—and from several wealthy Catholic laymen, including Andrew Morris (an Irish immigrant) —the first Catholic ever to be elected to public office in New York State to serve on the Common Council—and Cornelius Heeney (another immigrant from Ireland), a business partner of John Jacob Astor. On June 8, 1809, Father Kohlmann officiated before an assembled crowd of 3,000 at the laying of the cornerstone for St. Patrick’s Cathedral—the second Roman Catholic Cathedral in America (Baltimore’s Cathedral was the first) and the second Catholic church in New York (after St. Peter’s).
The new Cathedral was the first house of worship in the United States to be dedicated to Ireland’s patron saint, Saint Patrick, who organized the Irish Church in the fifth century. Known as the Apostle of Ireland, Patrick was consecrated as Bishop circa 432. He traveled tirelessly throughout Ireland, preaching, writing, and teaching, converting chiefs and bards, gathering followers, establishing churches and schools, building monasteries, and performing miracles. Since specific rules for canonization were not set down until the tenth century, local veneration of St. Patrick evolved into his sainthood.
The new Cathedral was designed by Joseph Mangin, a French-born architect and engineer, who arrived in New York in 1745 and soon established a reputation as a skilled architect and builder. In 1802, Mangin, along with native- born architect John McComb Jr., won the competition for the design of New York’s present City Hall (completed in 1812) with their plans for an exquisite French Renaissance exterior and a splendid Federal-style interior.
Mangin designed a grand and magnificent structure for St. Patrick’s Cathedral—proclaiming the strength and presence of the Catholic community as a force within the city. At the time of construction, it was the largest church building in the city—over 120 feet long and 80 feet wide and rising to a height of 75 feet with an 85-foot inner vault. The Cathedral—with its massive rough-cut stone facade punctuated by niches for statuary, pointed-arch doorways, and a large tracery-ornamented gable window—was one of the first Gothic Revival churches in America. The interior space was marked by tall, clustered iron columns that divided the body of the church into three naves surmounted by Gothic arches. Painted wall surfaces and natural light streaming through tall windows added to the spiritual quality of the interior. The Cathedral formally opened on Ascension Day, May 4, 1815, with a crowd of 4,000 worshippers and dignitaries, including Mayor DeWitt Clinton, and a greater number overflowing into the streets.
The first Bishop appointed to the diocese was Irish-born Richard Luke Concanen.The Napoleonic Wars prevented him from reaching New York and he died in Italy in 1810. The work of governing as administrator of the diocese continued to be carried out by Father Kohlmann, who devoted himself to fund raising and overseeing construction of the Cathedral. He maintained those responsibilities until the arrival in November 1815 of the second Bishop, sixty-five-year-old John Connolly, an Irish Dominican theologian who was held in high repute by both Pius VI and Pius VII. Bishop Connolly directed the construction of several new churches in the diocese and founded an orphanage in a wood-frame building at 32 Prince Street, across from the Cathedral, that was staffed in 1817 by three Sisters of Charity sent to New York by Mother Elizabeth Ann Seton. Pierre Toussaint, a leading financial supporter, generously contributed funds to the orphanage for close to forty years.
The Sisters established St. Patrick’s School in 1822. The original orphanage and school building was replaced in 1826 by the present red-brick convent and school designed in the Federal style and distinguished by an exquisite doorway of the period. For more than 180 years, the Sisters of Charity continued their tradition of service— first in the orphanage and then in St. Patrick’s School. The school had educated generations of Irish, Italian, French, Hispanic, Chinese, and German children. St. Patrick’s School boasted a distinguished roster of graduates—leaders in business, film, theater, arts, teaching, and the full spectrum of vocations and professions. The school (which had been New York’s oldest surviving parochial school) was forced to close in 2010 due to insufficient enrollment. In 1823, Bishop Connolly invited Cuban-born Fr. Felix Varela to New York to start a pastoral ministry among poor Irish immigrants, who made up the majority of the 35,000 Catholics living in the city. Father Varela—a social activist and advocate of Cuban independence—served as pastor in several diocese churches and is best remembered for his staunch support for the Irish in the face of growing anti-Catholic sentiment.
Bishop Connolly’s entire episcopacy was plagued by a severe shortage of priests. He brought Fr. Michael O’Gorman (who he ordained in Ireland before leaving for New York) with him from Ireland, and in 1820, he ordained Fr. Richard Bulger (another Irishman) to the priesthood. Father Bulger thus was the first priest to be ordained in New York City. Fathers Bulger and O’Gorman regularly traveled to New Jersey, to upstate New York, and to Brooklyn on Long Island to celebrate Masses for the Catholics there, since there were no resident priests in those locations at that time. Both Father Bulger and Father O’Gorman became ill in November of 1824 as a result of tending to the sick and dying of the diocese, and they both passed away within a week of each other at their residence on Broadway. They had been living in the same residence as Bishop Connolly, and when they died, the Bishop, who officiated at both of their burials, caught a bad cold and he died a few months later in February of 1825. Fathers O’Gorman and Bulger (and other early priests of the diocese) were buried in the courtyard in front of the church. A commemorative bronze plaque was placed upon the gravesite in 2010.
At the time of Bishop Connolly’s death, the diocese was composed mainly of working class Irish parishioners. The appointment of his successor, Fr. John Dubois—a French educator and missionary—was viewed with disappointment by the Irish community. Forced out of France in 1791 by the French Revolution, Father Dubois arrived in America with letters of introduction from the Marquis de Lafayette to James Monroe and Patrick Henry. Father Dubois settled in Virginia, where he built a church and opened a school in Emmitsburg, Maryland, that became Mount St.Mary’s College. In 1826, when he was consecrated the third Bishop of New York, there were twelve churches in the diocese for a Catholic population of about 150,000, served by only eighteen priests. By 1837, the numbers had grown to thirty-eight churches and forty priests. Plagued by ill health, Bishop Dubois requested a coadjutor. In 1838, the Rev. John Joseph Hughes was elevated to the episcopy as Bishop of Basileopolis at St. Patrick’s Cathedral and was then appointed coadjutor bishop to Dubois. In the following year, he was made administrator-Apostolic of New York. Bishop Dubois died in 1842 at the age of seventy-eight and is buried in front of the Cathedral, as he had personally requested.
St. John Neumann
Six years before his death, Bishop Dubois had welcomed a twenty- five-year-old theological student named John Neumann to the diocese. Neumann—who was canonized by Pope Paul IV in 1977 as America’s first male saint—was born in Bohemia (now the Czech Republic) and attended seminary in Prague. Since his ordination had been delayed by the government, Neumann came to New York as a missionary. The young man was ordained to priesthood at St. Patrick’s on June 28, 1836, and sent to upstate New York to work among German-speaking Catholics. Renowned for his outstanding mission and pastoral work and for his holiness and charity, Neumann was appointed the fourth Bishop of Philadelphia in 1852, where he died in 1860.
The multitudes of Irish Catholics who arrived in New York in the 19th century were mainly uneducated peasants leaving behind an impoverished existence in their native homeland due to harsh British colonial rule. And, after 1845, they were also fleeing from the Great Hunger—the potato famines that killed more than one million Irish and drove some two million more to America. The new immigrants lived in squalor, crowded into rotting structures and wretched tenements, eking out a miserable living, and suffering from disease and extreme poverty. These Famine Irish turned in large numbers to the church for solace.
The fourth Bishop of St. Patrick’s, who succeeded Bishop Dubois in 1842, was himself the son of poor Irish farmers and weavers. In 1817, at age twenty, John Joseph Hughes (born in Annaloughan, County Tyrone)emigrated to the United States and briefly settled in Pennsylvania before entering Mount St. Mary’s College, where he was ordained to the priesthood in 1826. Father Hughes spent the next twelve years in Philadelphia serving as pastor of several churches and was widely admired for his skillful management, strong leadership qualities, and outspoken defense of the church. Arriving in New York in 1838, Father Hughes served first as coadjutor and later administrator-Apostolic of New York. He was appointed a bishop in 1842—the first prelate to be consecrated at St. Patrick’s Cathedral. Bishop Hughes faced two daunting challenges—presiding over a diocese that was experiencing unprecedented growth and protecting Catholics and their churches from the growing hostility of native-born Protestants.
Beginning in the 1830s, the city had experienced several outbreaks of violence led by nativists against Catholics. In 1831, the tiny, wood-frame structure of St. Mary’s Church (the third Catholic church in New York, organized in 1826) on Sheriff Street was burnt to the ground by arsonists. (A substantial stone church, still standing, was built to replace it in 1833 on Grand Street.) The burning of St. Mary’s Church compelled the Trustees of the Cathedral to approve the construction of the brick wall— which surrounds the church—in 1834. Frequent brawls and street riots between Protestants and Catholics led to the founding in 1836 of the Ancient Order of Hibernians (Latin for “Irish”) as a mutual benefit society and self- defense group. In the following years, nativist mobs had advanced on St. Patrick’s several times but were turned back after receiving reports that armed Irish defenders— posted by Bishop Hughes—were stationed along Prince Street and behind those brick walls which had been specifically constructed to protect the Cathedral.
In 1844, James Harper (of the famed Harper publishing family) was elected Mayor of New York as the candidate of the anti-immigrant American Republican Party. At the same time, Protestants and Irish Catholics in Philadelphia clashed in rioting that claimed the lives of some thirty Irishmen and resulted in the burning of Catholic churches and convents. Bishop Hughes vigorously defended the rights of Irish Catholics against this rising movement of bigotry and bloodshed. He organized thousands of Irish men to defend the Cathedral. As a massive anti-Catholic torchlight parade gathered in City Hall Park, ready to march up the Bowery to the Cathedral, he stationed sharpshooters on the protective walls surrounding the building. Bishop Hughes sent a letter to Mayor Harper warning that if any harm came to a single Catholic person or Catholic church, the city would be turned into “a second Moscow” (referring to the burning of Moscow during Napoleon’s invasion in 1812). The Bishop’s powerful message and forceful actions are credited with averting the anticipated violent anti-Catholic outbreak in New York.
In 1851, young men from the neighborhood around the Cathedral organized a militia regiment, known locally as the Second Regiment of Irish Volunteers. It was officially accepted as part of the New York State Militia and designated as the Sixty-Ninth Regiment. Commonly called the “Fighting Irish,” its green insignia was composed of a decorative shield flanked by two Irish wolfhounds standing on a ribbon inscribed with the Regimental motto, “Gentle When Stroked, Fierce When Provoked.” The Sixty-Ninth Regiment served in every campaign from Bull Run to Appomattox during the Civil War and fought in the Spanish-American War and the Mexican Border Campaign. Legendary hero Colonel William “Wild Bill” Donovan, chaplain Father Francis P. Duffy, and poet Joyce Kilmer were with the Regiment in bitter fighting in France during World War I. The “Fighting Sixty- Ninth” has been a fixture in the United States Army ever since and last saw action in Iraq and Afghanistan. Since 1907, the Regiment has been a unit of the New York Army National Guard.
Bishop Hughes was consecrated as Archbishop of New York in 1850 and continued a vigorous mission of building churches, schools, and hospitals. In 1842, when appointed bishop, he presided over a diocese of fifty churches, forty priests, and 200,000 Catholics. At his death in 1864, the numbers had increased to eighty-five churches, 150 priests, and a population of over 400,000 Catholics.
In a far-seeing move that many ridiculed at the time as “Hughes’ Folly,” the Archbishop proposed the construction of a new Cathedral in an undeveloped area far uptown on Fifth Avenue between 50th and 51st streets. Andrew Morris and Cornelius Heeney had purchased the rural property in 1810 on behalf of Father Kohlmann for the sum of $11,000 for the use of the Jesuit boys’ school that he had started downtown. In 1812, he established a school for girls near the boys’ school, run by the Ursuline nuns. The schools were no longer in existence when Archbishop Hughes laid the cornerstone for the new Cathedral on August 15, 1858.
During the Civil War, Archbishop Hughes served as the envoy of President Lincoln on a successful overseas mission to dissuade European countries from supporting the Confederacy. In gratitude, Lincoln petitioned Pope Pius IX to name Archbishop Hughes as America’s first Cardinal. But the death of this indomitable leader in January 1864 came before that honor could come to pass. His memory was honored by tributes from President Lincoln and other statesmen and his body viewed by over 200,000 common people who solemnly came to worship in the Cathedral. He was entombed in the crypts below the Cathedral and remained there until the “New” Cathedral was completed uptown—his remains were then removed to a crypt there in 1883. The Cathedral uptown holds the remains of all of the archbishops and cardinals that have served the Archdiocese since the death of Archbishop Hughes.
Archbishop Hughes’ successor in 1864 as the second Archbishop of the diocese was Bishop John McCloskey. He was born in Brooklyn in 1810 to Irish immigrant parents (his parents are both interred in the cemetery surrounding the Old Cathedral) and, at age eleven, entered Mount St. Mary’s College in Emmitsburg, distinguishing himself as an outstanding student. After graduation, the fifteen-year-old returned to New York with the intention of pursuing a career in law. But after a near-fatal accident in 1827, the young man decided instead to study for the priesthood. Young McCloskey was under the guardianship of Cornelius Heeney (who dedicated his fortune to the care of poor children at the end of his life), and the young man was taught Latin by Thomas S. Brady (buried in the crypts below the Cathedral). He was taught proper English elocution by Charlotte Melmoth, the first Shakespearean actress to come to America, who opened a school in Brooklyn when her acting career ended. (She was buried in an unmarked grave in the churchyard cemetery surrounding the Cathedral.) McCloskey returned to Emmitsburg as a seminarian and later taught Latin at the college. In 1830, he was ordained to the priesthood at St. Patrick’s Old Cathedral and remained until 1834 before taking a leave to study in Rome. Upon his return, Father McCloskey was instrumental in starting a seminary in Nyack under Bishop Dubois. (The seminary was destroyed by fire just prior to its opening in the 1830s. Arson was suspected, but the case was never investigated fully.) Father McCloskey became the first president of St. John’s College (later renamed Fordham University), founded by Archbishop Hughes in 1841.
Reverend McCloskey served as coadjutor bishop of New York from 1844–1847 and first Bishop of Albany from 1847 to 1864 before his appointment as Bishop to the New York diocese. Later raised to archbishop, he was highly respected as a pioneer in Catholic education and a clergyman of great spiritual strength and humility. During the tenure of Archbishop McCloskey, a disaster of tragic proportions struck on the night of October 6, 1866, when a catastrophic fire destroyed all but the outer walls of the Old Cathedral.
The five-alarm fire began in the packing room (filled with straw and wood shavings) of a porcelain dealer at 44 Crosby Street and quickly spread to nearby buildings. Showers of sparks fell on the lath and plaster roof of St. Patrick’s, which was soon a blazing inferno. As huge fragments of the burning roof crashed down into the sanctuary, filling the building with flames and smoke, a crowd of parishioners, led by Fathers McGeehan and Mullen, rushed inside to remove precious religious articles. They were successful in rescuing the Blessed Sacrament, vestments, several vessels, a number of oil paintings, and silver candlesticks just moments before the entire structure was engulfed by fire.
Archbishop McCloskey resolved to rebuild the Cathedral and commissioned architect Henry Engelbert (known for his designs of the College of Mount Saint Vincent in Riverdale) to reconstruct St. Patrick’s. Engelbert designed a severely plain facade of smooth brown stucco, facing Mott Street, lacking the detail and grace of the original exterior. The splendid interior, however, was rebuilt with a ceiling of ribbed vaults and arches carried on clustered piers. An altar screen of carved figures, representing the Apostles, is surmounted by a pointed arch stained-glass window above a painting of the figure of Christ. Completed in less than two years, the Cathedral was rededicated by Archbishop McCloskey on the Feast of St. Patrick—March 17, 1868.
The foremost ecclesiastical event in the history of St. Patrick’s Old Cathedral took place in the restored structure on April 27, 1875, with the investiture of Archbishop McCloskey as the first American to be named Cardinal. Several Papal emissaries, seven archbishops, twenty bishops, hundreds of priests, and thousands of laymen attended the ceremony of solemnity and celebration. After its construction was completed, His Eminence John Cardinal McCloskey moved his seat uptown to the magnificent new St. Patrick’s Cathedral on Fifth Avenue, which was formally dedicated on May 25, 1879. The historic St. Patrick’s downtown then became a simple parish church.
Since that time, the church has remained the heart of an active parish with an ever-changing population. (Parish boundaries run from Wooster Street to the Bowery, between Hester Street and East Fourth Street.) Beginning in the 1880s, Italian immigrants poured into the area centered on Mulberry Street that came to be known as Little Italy. (Earlier in the 1800s, Lorenzo Da Ponte, who had written librettos for several of Mozart’s operas, lived on Spring Street, and his opulent Funeral Mass took place in the Cathedral in August of 1838.) Large numbers of Hispanic and Chinese newcomers to America make up a significant portion of the present population. Recent years have seen the transformation of previously commercial areas, such as SoHo and NoHo, into residential communities largely populated by people in the arts and media. Currently, many young people are making the entire area their home. Their youthful energy has breathed much life into St. Patrick’s Old Cathedral parish.
As the 200th anniversary of the laying of the cornerstone of the Old Cathedral approached, Msgr. Donald Sakano, who had been appointed pastor of the venerable church in 2007, began to plan for what would be a six-year Bicentennial Celebration (since it took six years for the church o be completed in the early 1800s). Monsignor Sakano marshaled the assistance of historians familiar with church and city history as well as people in the parish community for the purpose of putting together a celebration that would highlight the great history of the church.
A slogan for the Bicentennial Celebration (which we are currently in the midst of) was selected: “Embracing the future as we celebrate our past.”
The Bicentennial Celebration of St. Patrick’s Old Cathedral began with a Mass celebrated by His Excellency, Timothy M. Dolan, Archbishop of New York, held in the Old Cathedral on June 7, 2009, commemorating the 200th anniversary of the laying of the church’s cornerstone. Various church and civic leaders attended Mass and the related events. A parade was held in which, among other events, (a) the Ancient Order of Hibernians, or “AOH,” marched to the church and stood shoulder-to-shoulder around its perimeter wall in commemoration of the AOH’s defense of the church against physical attack by the nativist, anti-Catholic “Know-Nothings” at the request of then-Bishop (later Archbishop) “Dagger John” Hughes and (b) the April 1861 parade of the famed “Fighting 69th” regiment—a unit of the Irish Brigade—as it marched off to the Civil War was re-enacted.
At that same June 7, 2009, Mass celebrating the laying of the cornerstone of the church, Archbishop Dolan announced from the pulpit that an application would be made to the Holy See requesting that St. Patrick’s Old Cathedral be awarded basilica status. This honor is bestowed upon churches that have historical or other kinds of significance for the Catholic Church and which affords certain ceremonial privileges for a church so honored.
It did not take a long time for the application to be honored; His Excellency Archbishop Timothy M. Dolan announced from the altar of the “new” Cathedral at the annual St. Patrick’s Day Mass on March 17, 2010, that His Holiness Pope Benedict XVI had awarded Basilica status to the Old Cathedral, effective (fittingly) on March 17, 2010.
All of the people who have had connections over the years with the Old Cathedral are rightfully proud to learn that this wonderful old church has been so honored by His Holiness Pope Benedict. Old St. Patrick’s is the only church within The Archdiocese of New York to have ever attained Basilica status—a fitting honor for such a historically and ecclesiastically significant edifice within the great City of New York.
Deeply rooted in the community, The Basilica of St. Patrick’s Old Cathedral continues its tradition of providing for the spiritual needs of Catholics of all ages. In 2013, the Basilica once again became a place where Roman Catholics could be buried on the island of Manhattan. A columbarium was erected early in the year for the purpose of accepting the cremated remains of parishioners and friends of the Basilica, and more columbaria are in the building stages as of this writing. Once again, Old St. Patrick’s Cathedral is an honored burial place for the faithful departed of New York City—the exact purpose that the pioneer Catholic community of New York City had originally intended for the land when it was purchased in 1801.
Color Photograph and Published by the Coast Publishing Co. Vancouver, Canada / Copyright Kodachrome Card / Printed in U.S.A. S13962-1
K-208 Railway Bridges on the Fraser River, British Columbia where the two Transcontinental Railways change sides.
The Cisco Bridges are a pair of railroad bridges at Siska (historically known as Cisco) near Lytton, British Columbia, Canada. The Canadian Pacific Railway and Canadian National Railway both follow the route of the Fraser River, one on each side, and the routes exchange sides at this point. The easier CPR route was laid first; when the CNR arrived later they needed to follow the more difficult route. The area is popular with railfans due to the proximity of the two bridges (which allows both bridges to be taken in one photograph, sometimes with a CPR and CNR train on each bridge simultaneously), and the easy access to the area (the Trans-Canada Highway (BC Hwy 1)) is parallel to both bridges down the east bank of the river. Directional running in the Fraser Canyon means that both CPR and CNR trains may be seen on both bridges.
Another 35 kms north-eastward along Highway 1 is the Village of Kanaka Bar, and a few kms beyond that, near the Village of Siska / Cisco, there is a spectacular view of the two railway bridges crossing each other to change sides. Because the CPR was completed first, the CNR had to take the remaining side along the Thompson and Fraser River canyons. There is now an agreement between the railways that westbound trains will use the CPR tracks and eastbound use the CNR on this extremely busy route from Kamloops west to Mission BC. This allows much more traffic to be handled. Although it didn’t happen for me on this trip, with the amount of traffic in both directions, it is sometimes possible to see one train passing over the other, even in this remote location. READ the complete article at this LINK - Train Spotting: Highway 1 Vancouver to Lytton in British Columbia, Canada - By John Jennings - www.travel-british-columbia.com/blog/train-spotting-highw...
Amazing Stories / Magazin-Reihe
[All stories, letters, and most features and illustrations in this issue are by servicemen.]
- Morris J. Steele ( Sgt.) /
Stories of the Stars: Betelgeuse, in Orion
art: Frank R. Paul
Editor: Raymond A. Palmer
Ziff-Davis Publishing Company / USA 1944
Reprint: Comic-Club NK 2010
ex libris MTP
Recording Artist JULIETTE BEAVAN from our 'IN THE TUB" Coffee Table Portrait Book shoot (Profits to Breast Cancer Research).
You can buy your copy of 'IN THE TUB' here inthetubbook.com/editions-where-to-buy/
You can Follow me on Twitter here @TJScottPictures twitter.com/TJScottPictures
"Tribune Publishing Wins Auction for Orange County Register" by RAVI SOMAIYA via NYT t.co/wSJhujOX1W (via Twitter twitter.com/felipemassone/status/710515360206868480)
[The Tivoli park entrance, Copenhagen, Denmark]
[between ca. 1890 and ca. 1900].
1 photomechanical print : photochrom, color.
Notes:
Title from the Detroit Publishing Co., catalogue J, foreign section. Detroit, Mich. : Detroit Publishing Company, c1905.
Print no. 6391.
Forms part of: Views of architecture and other sites in Copenhagen, Denmark in the Photochrom print collection.
Subjects:
Denmark--Copenhagen.
Format: Photochrom prints--Color--1890-1900.
Rights Info: No known restrictions on publication.
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Views of architecture and other sites in Copenhagen, Denmark (DLC) 2001697980
More information about the Photochrom Print Collection is available at hdl.loc.gov/loc.pnp/pp.pgz
Persistent URL: hdl.loc.gov/loc.pnp/ppmsc.05758
Call Number: LOT 13421, no. 013 [item]
Amazing Stories / Magazin-Reihe
- Henry Gade / New York Invaded
Illustration: Martians Spaceships invade New York
art: Frank R. Paul
Editor: Raymond A. Palmer
Ziff-Davis Publishing Company / USA 1941
Reprint: Comic-Club NK 2010
ex libris MTP
Amazing Stories / Magazin-Reihe
- H. G. Wells / The Flowering of the Strange Orchid
(art:: Frank R. Paul)
Editor: Hugo Gernsback
Experimenter Publishing Co. / USA 1928
Reprint: Comic-Club NK 2010
ex libris MTP
The Postcard
A postcard that was published by the Manhattan Post Card Publishing Co. Inc. of 913, Broadway, NYC, NY. The Plastichrome printing was undertaken by Colourpicture Publishers Inc. of Boston, Massachusetts.
Note the absence of the twin towers of the World Trade Center which had yet to be built - construction work did not start until 1966.
The card was posted in NYC on the 9th. June 1962 using 11 cents worth of stamps to:
Miss Kay Robertson,
3, Elm Grove Road,
Ealing,
London W.5,
England.
The message on the divided back of the card was as follows:
"The Algonquin 9. 6. 62.
Only 10 days before we are
home - but it has been a
wonderful holiday.
Perlease! Save some nice
weather for our return.
Regards to Peter & love
from John & David."
The Brooklyn Bridge
The Brooklyn Bridge is a hybrid cable-stayed/suspension bridge. Opened on the 24th. May 1883, the Brooklyn Bridge was the first fixed crossing of the East River.
It was also the longest suspension bridge in the world at the time of its opening, with a main span of 1,595.5 feet (486.3 m).
Note the slight upward curve of the main span. The decks of all suspension bridges are designed in this way, because the curve helps to dissipate the force of the weight of the people and vehicles on the bridge lengthways instead of downwards like on a linear bridge.
The curve produces a horizontal thrust restrained by the abutments at either end. This means that the bridge can handle more weight without breaking.
The bridge was designed by John A. Roebling. The project's chief engineer, his son Washington Roebling, contributed further design work, assisted by the latter's wife, Emily Warren Roebling.
Construction started in 1870, with the Tammany Hall-controlled New York Bridge Company overseeing construction, although numerous controversies and the novelty of the design prolonged the project over thirteen years.
Since opening, the Brooklyn Bridge has undergone several reconfigurations, having carried horse-drawn vehicles and elevated railway lines until 1950.
To alleviate increasing traffic flows, additional bridges and tunnels were built across the East River. Following gradual deterioration, the Brooklyn Bridge has been renovated several times, including in the 1950's, 1980's, and 2010's.
The Brooklyn Bridge is the southernmost of the four toll-free vehicular bridges connecting Manhattan Island and Long Island, with the Manhattan Bridge, the Williamsburg Bridge, and the Queensboro Bridge to the north. Only passenger vehicles and pedestrian and bicycle traffic are permitted.
A major tourist attraction since its opening, the Brooklyn Bridge has become an icon of New York City. Over the years, the bridge has been used as the location for various stunts and performances, as well as several crimes and attacks.
Description of Brooklyn Bridge
The Brooklyn Bridge, an early example of a steel-wire suspension bridge, uses a hybrid cable-stayed/suspension bridge design, with both vertical and diagonal suspender cables.
Its stone towers are neo-Gothic, with characteristic pointed arches. The New York City Department of Transportation (NYCDOT), which maintains the bridge, says that its original paint scheme was "Brooklyn Bridge Tan" and "Silver", although a writer for The New York Post states that it was originally entirely "Rawlins Red".
The Deck of the Brooklyn Bridge
To provide sufficient clearance for shipping in the East River, the Brooklyn Bridge incorporates long approach viaducts on either end to raise it from low ground on both shores.
Including approaches, the Brooklyn Bridge is a total of 6,016 feet (1,834 m) long. The main span between the two suspension towers is 1,595.5 feet (486.3 m) long, and 85 feet (26 m) wide.
The bridge elongates and contracts between the extremes of temperature from 14 to 16 inches. Navigational clearance is 127 ft (38.7 m) above mean high water. A 1909 Engineering Magazine article said that, at the center of the span, the height could fluctuate by more than 9 feet (2.7 m) due to temperature and traffic loads.
At the time of construction, engineers had not yet discovered the aerodynamics of bridge construction, and bridge designs were not tested in wind tunnels.
It was coincidental that the open truss structure supporting the deck is, by its nature, subject to fewer aerodynamic problems. This is because John Roebling designed the Brooklyn Bridge's truss system to be six to eight times stronger than he thought it needed to be.
However, due to a supplier's fraudulent substitution of inferior-quality cable in the initial construction, the bridge was reappraised at the time as being only four times as strong as necessary.
The Brooklyn Bridge can hold a total load of 18,700 short tons, a design consideration from when it originally carried heavier elevated trains.
An elevated pedestrian-only promenade runs in between the two roadways and 18 feet (5.5 m) above them. The path is 10 to 17 feet (3.0 to 5.2 m) wide. The iron railings were produced by Janes & Kirtland, a Bronx iron foundry that also made the United States Capitol dome and the Bow Bridge in Central Park.
The Cables of Brooklyn Bridge
The Brooklyn Bridge contains four main cables, which descend from the tops of the suspension towers and support the deck. Each main cable measures 15.75 inches (40.0 cm) in diameter, and contains 5,282 parallel, galvanized steel wires wrapped closely together. These wires are bundled in 19 individual strands, with 278 wires to a strand.
This was the first use of bundling in a suspension bridge, and took several months for workers to tie together. Since the 2000's, the main cables have also supported a series of 24-watt LED lighting fixtures, referred to as "necklace lights" due to their shape.
1,520 galvanized steel wire suspender cables hang downward from the main cables.
Brooklyn Bridge Anchorages
Each side of the bridge contains an anchorage for the main cables. The anchorages are limestone structures located slightly inland, measuring 129 by 119 feet (39 by 36 m) at the base and 117 by 104 feet (36 by 32 m) at the top.
Each anchorage weighs 60,000 short tons. The Manhattan anchorage rests on a foundation of bedrock, while the Brooklyn anchorage rests on clay.
The anchorages contain numerous passageways and compartments. Starting in 1876, in order to fund the bridge's maintenance, the New York City government made the large vaults under the bridge's Manhattan anchorage available for rent, and they were in constant use during the early 20th. century.
The vaults were used to store wine, as they maintained a consistent 60 °F (16 °C) temperature due to a lack of air circulation. The Manhattan vault was called the "Blue Grotto" because of a shrine to the Virgin Mary next to an opening at the entrance.
The vaults were closed for public use in the late 1910's and 1920's during the Great War and Prohibition, but were reopened thereafter.
When New York magazine visited one of the cellars in 1978, it discovered a fading inscription on a wall reading:
"Who loveth not wine, women and song,
he remaineth a fool his whole life long."
Leaks found within the vault's spaces necessitated repairs during the late 1980's and early 1990's. By the late 1990's, the chambers were being used to store maintenance equipment.
The Towers of the Brooklyn Bridge
The bridge's two suspension towers are 278 feet (85 m) tall, with a footprint of 140 by 59 feet (43 by 18 m) at the high water line.
They are built of limestone, granite, and Rosendale cement. The limestone was quarried at the Clark Quarry in Essex County, New York. The granite blocks were quarried and shaped on Vinalhaven Island, Maine, under a contract with the Bodwell Granite Company, and delivered from Maine to New York by schooner.
The Manhattan tower contains 46,945 cubic yards (35,892 m3) of masonry, while the Brooklyn tower has 38,214 cubic yards (29,217 m3) of masonry.
Each tower contains a pair of Gothic Revival pointed arches, through which the roadways run. The arch openings are 117 feet (36 m) tall and 33.75 feet (10.29 m) wide.
The Brooklyn Bridge Caissons
The towers rest on underwater caissons made of southern yellow pine. Both caissons contain interior spaces that were used by construction workers. The Manhattan side's caisson is slightly larger, measuring 172 by 102 feet (52 by 31 m) and located 78.5 feet (23.9 m) below high water, while the Brooklyn side's caisson measures 168 by 102 feet (51 by 31 m) and is located 44.5 feet (13.6 m) below high water.
The caissons were designed to hold at least the weight of the towers which would exert a pressure of 5 short tons per square foot when fully built, but the caissons were over-engineered for safety.
During an accident on the Brooklyn side, when air pressure was lost and the partially-built towers dropped full-force down, the caisson sustained an estimated pressure of 23 short tons per square foot with only minor damage. Most of the timber used in the bridge's construction, including in the caissons, came from mills at Gascoigne Bluff on St. Simons Island, Georgia.
The Brooklyn side's caisson, which was built first, originally had a height of 9.5 feet (2.9 m) and a ceiling composed of five layers of timber, each layer 1 foot (0.30 m) tall. Ten more layers of timber were later added atop the ceiling, and the entire caisson was wrapped in tin and wood for further protection against flooding.
The thickness of the caisson's sides was 8 feet (2.4 m) at both the bottom and the top. The caisson had six chambers: two each for dredging, supply shafts, and airlocks.
The caisson on the Manhattan side was slightly different because it had to be installed at a greater depth. To protect against the increased air pressure at that depth, the Manhattan caisson had 22 layers of timber on its roof, seven more than its Brooklyn counterpart had. The Manhattan caisson also had fifty 4-inch (10 cm)-diameter pipes for sand removal, a fireproof iron-boilerplate interior, and different airlocks and communication systems.
History of the Brooklyn Bridge
Proposals for a bridge between the then-separate cities of Brooklyn and New York had been suggested as early as 1800. At the time, the only travel between the two cities was by a number of ferry lines.
Engineers presented various designs, such as chain or link bridges, though these were never built because of the difficulties of constructing a high enough fixed-span bridge across the extremely busy East River.
There were also proposals for tunnels under the East River, but these were considered prohibitively expensive. The current Brooklyn Bridge was conceived by German immigrant John Augustus Roebling in 1852.
He had previously designed and constructed shorter suspension bridges, such as Roebling's Delaware Aqueduct in Lackawaxen, Pennsylvania, and the John A. Roebling Suspension Bridge between Cincinnati, Ohio, and Covington, Kentucky.
In February 1867, the New York State Senate passed a bill that allowed the construction of a suspension bridge from Brooklyn to Manhattan.
Two months later, the New York and Brooklyn Bridge Company was incorporated. There were twenty trustees in total: eight each appointed by the mayors of New York and Brooklyn, as well as the mayors of each city and the auditor and comptroller of Brooklyn.
The company was tasked with constructing what was then known as the New York and Brooklyn Bridge. Alternatively, the span was just referred to as the "Brooklyn Bridge", a name originating in a 25th. January 1867 letter to the editor of the Brooklyn Daily Eagle.
The act of incorporation, which became law on the 16th. April 1867, authorized the cities of New York (now Manhattan) and Brooklyn to subscribe to $5 million in capital stock, which would fund the bridge's construction.
Roebling was subsequently named as the main engineer of the work, and by September 1867, he had presented a master plan of a bridge that would be longer and taller than any suspension bridge previously built.
It would incorporate roadways and elevated rail tracks, whose tolls and fares would provide the means to pay for the bridge's construction. It would also include a raised promenade that served as a leisurely pathway.
The proposal received much acclaim in both cities, and residents predicted that the New York and Brooklyn Bridge's opening would have as much of an impact as the Suez Canal, the first transatlantic telegraph cable, or the first transcontinental railroad.
By early 1869, however, some individuals started to criticize the project, saying either that the bridge was too expensive, or that the construction process was too difficult.
To allay concerns about the design of the New York and Brooklyn Bridge, Roebling set up a "Bridge Party" in March 1869, where he invited engineers and members of U.S. Congress to see his other spans. Following the bridge party in April, Roebling and several engineers conducted final surveys.
During these surveys, it was determined that the main span would have to be raised from 130 to 135 feet (40 to 41 m), requiring several changes to the overall design.
In June 1869, while conducting these surveys, Roebling sustained a crush injury to his foot when a ferry pinned it against a piling. After amputation of his crushed toes, he developed a tetanus infection that left him incapacitated and resulted in his death the following month.
Washington Roebling, John Roebling's 32-year-old son, was then hired to fill his father's role. When the younger Roebling was hired, Tammany Hall leader William M. Tweed also became involved in the bridge's construction because, as a major landowner in New York City, he had an interest in the project's completion.
The New York and Brooklyn Bridge Company - later known simply as the New York Bridge Company - was actually overseen by Tammany Hall, and it approved Roebling's plans and designated him as chief engineer of the project.
Construction of the Brooklyn Bridge
The Caissons
Construction of the Brooklyn Bridge began on the 2nd. January 2, 1870. The first work entailed the construction of two caissons, upon which the suspension towers would be built.
A caisson is a large watertight chamber, open at the bottom, from which the water is kept out by air pressure and in which construction work may be carried out under water.
The Brooklyn side's caisson was built at the Webb & Bell shipyard in Greenpoint, Brooklyn, and was launched into the river on the 19th. March 1870. Compressed air was pumped into the caisson, and workers entered the space to dig the sediment until it sank to the bedrock. As one sixteen-year-old from Ireland, Frank Harris, described the fearful experience:
"The six of us were working naked to the waist
in the small iron chamber with the temperature
of about 80 degrees Fahrenheit.
In five minutes the sweat was pouring from us,
and all the while we were standing in icy water
that was only kept from rising by the terrific
pressure. No wonder the headaches were
blinding."
Once the caisson had reached the desired depth, it was to be filled in with vertical brick piers and concrete. However, due to the unexpectedly high concentration of large boulders on the riverbed, the Brooklyn caisson took several months to sink to the desired depth.
Furthermore, in December 1870, its timber roof caught fire, delaying construction further. The "Great Blowout", as the fire was called, delayed construction for several months, since the holes in the caisson had to be repaired.
On the 6th. March 1871, the repairs were finished, and the caisson had reached its final depth of 44.5 feet (13.6 m); it was filled with concrete five days later. Overall, about 264 individuals were estimated to have worked in the caisson every day, but because of high worker turnover, the final total was thought to be about 2,500 men.
In spite of this, only a few workers were paralyzed. At its final depth, the caisson's air pressure was 21 pounds per square inch. Normal air pressure is 14.7 psi.
The Manhattan side's caisson was the next structure to be built. To ensure that it would not catch fire like its counterpart had, the Manhattan caisson was lined with fireproof plate iron.
It was launched from Webb & Bell's shipyard on the 11th. May 1871, and maneuvered into place that September.
Due to the extreme underwater air pressure inside the much deeper Manhattan caisson, many workers became sick with "the bends" - decompression sickness - during this work, despite the incorporation of airlocks (which were believed to help with decompression sickness at the time).
This condition was unknown at the time, and was first called "caisson disease" by the project physician, Andrew Smith. Between the 25th. January and the 31st. May 1872, Smith treated 110 cases of decompression sickness, while three workers died from the condition.
When iron probes underneath the Manhattan caisson found the bedrock to be even deeper than expected, Washington Roebling halted construction due to the increased risk of decompression sickness.
After the Manhattan caisson reached a depth of 78.5 feet (23.9 m) with an air pressure of 35 pounds per square inch, Washington deemed the sandy subsoil overlying the bedrock 30 feet (9.1 m) beneath to be sufficiently firm, and subsequently infilled the caisson with concrete in July 1872.
Washington Roebling himself suffered a paralyzing injury as a result of caisson disease shortly after ground was broken for the Brooklyn tower foundation.
His debilitating condition left him unable to supervise the construction in person, so he designed the caissons and other equipment from his apartment, directing the completion of the bridge through a telescope in his bedroom.
His wife, Emily Warren Roebling, not only provided written communications between her husband and the engineers on site, but also understood mathematics, calculations of catenary curves, strengths of materials, bridge specifications, and the intricacies of cable construction.
She spent the next 11 years helping supervise the bridge's construction, taking over much of the chief engineer's duties, including day-to-day supervision and project management.
The Towers of the Brooklyn Bridge
After the caissons were completed, piers were constructed on top of each of them upon which masonry towers would be built. The towers' construction was a complex process that took four years.
Since the masonry blocks were heavy, the builders transported them to the base of the towers using a pulley system with a continuous 1.5-inch (3.8 cm)-diameter steel wire rope, operated by steam engines at ground level.
The blocks were then carried up on a timber track alongside each tower and maneuvered into the proper position using a derrick atop the towers. The blocks sometimes vibrated the ropes because of their weight, but only once did a block fall.
Construction of the suspension towers started in mid-1872, and by the time work was halted for the winter in late 1872, parts of each tower had already been built. By mid-1873, there was substantial progress on the towers' construction.
The arches of the Brooklyn tower were completed by August 1874. The tower was substantially finished by December 1874, with the erection of saddle plates for the main cables at the top of the tower.
The last stone on the Brooklyn tower was raised in June 1875, and the Manhattan tower was completed in July 1876.
The work was dangerous: by 1876, three workers had died having fallen from the towers, while nine other workers were killed in other accidents.
By 1875, while the towers were being constructed, the project had depleted its original $5 million budget. Two bridge commissioners, one each from Brooklyn and Manhattan, petitioned New York state lawmakers to allot another $8 million for construction. Legislators authorized the money on condition that the cities would buy the stock of Brooklyn Bridge's private stockholders.
Work proceeded concurrently on the anchorages on each side. The Brooklyn anchorage broke ground in January 1873 and was substantially completed by August 1875.
The Manhattan anchorage was built in less time. Having started in May 1875, it was mostly completed by July 1876. The anchorages could not be fully completed until the main cables were spun, at which point another 6 feet (1.8 m) would be added to the height of each 80-foot (24 m) anchorage.
The Brooklyn Bridge Cables
The first temporary wire was stretched between the towers on the 15th. August 1876, using chrome steel provided by the Chrome Steel Company of Brooklyn. The wire was then stretched back across the river, and the two ends were spliced to form a traveler, a lengthy loop of wire connecting the towers, which was driven by a 30 horsepower (22 kW) steam hoisting engine at ground level.
The wire was one of two that were used to create a temporary footbridge for workers while cable spinning was ongoing. The next step was to send an engineer across the completed traveler wire in a boatswain's chair slung from the wire, to ensure it was safe enough.
The bridge's master mechanic, E. F. Farrington, was volunteered for this task, and an estimated crowd of 10,000 people on both shores watched him cross.
A second traveler wire was then stretched across the span. The temporary footbridge, located some 60 feet (18 m) above the elevation of the future deck, was completed in February 1877.
By December 1876, a steel contract for the permanent cables still had not been awarded. There was disagreement over whether the bridge's cables should use the as-yet-untested Bessemer steel, or the well-proven crucible steel.
Until a permanent contract was awarded, the builders ordered 30 short tons of wire in the interim, 10 tons each from three companies, including Washington Roebling's own steel mill in Brooklyn.
In the end, it was decided to use number 8 Birmingham gauge (approximately 4 mm or 0.165 inches in diameter) crucible steel, and a request for bids was distributed, to which eight companies responded.
In January 1877, a contract for crucible steel was awarded to J. Lloyd Haigh, who was associated with bridge trustee Abram Hewitt, whom Roebling distrusted.
The spinning of the wires required the manufacture of large coils of it which were galvanized but not oiled when they left the factory. The coils were delivered to a yard near the Brooklyn anchorage. There they were dipped in linseed oil, hoisted to the top of the anchorage, dried out and spliced into a single wire, and finally coated with red zinc for further galvanizing.
There were thirty-two drums at the anchorage yard, eight for each of the four main cables. Each drum had a capacity of 60,000 feet (18,000 m) of wire. The first experimental wire for the main cables was stretched between the towers on the 29th. May 29 1877, and spinning began two weeks later.
All four main cables had been strung by that July. During that time, the temporary footbridge was unofficially opened to members of the public, who could receive a visitor's pass; by August 1877 several thousand visitors from around the world had used the footbridge. The visitor passes ceased that September after a visitor had an epileptic seizure and nearly fell off.
As the wires were being spun, work also commenced on the demolition of buildings on either side of the river for the Brooklyn Bridge's approaches; this work was mostly complete by September 1877. The following month, initial contracts were awarded for the suspender wires, which would hang down from the main cables and support the deck. By May 1878, the main cables were more than two-thirds complete.
However, the following month, one of the wires slipped, killing two people and injuring three others. In 1877, Hewitt wrote a letter urging against the use of Bessemer steel in the bridge's construction. Bids had been submitted for both crucible steel and Bessemer steel; John A. Roebling's Sons submitted the lowest bid for Bessemer steel, but at Hewitt's direction, the contract was awarded to Haigh.
A subsequent investigation discovered that Haigh had substituted inferior quality wire in the cables. Of eighty rings of wire that were tested, only five met standards, and it was estimated that Haigh had earned $300,000 from the deception.
At this point, it was too late to replace the cables that had already been constructed. Roebling determined that the poorer wire would leave the bridge only four times as strong as necessary, rather than six to eight times as strong. The inferior-quality wire was allowed to remain, and 150 extra wires were added to each cable.
To avoid public controversy, Haigh was not fired, but instead was required to personally pay for higher-quality wire. The contract for the remaining wire was awarded to the John A. Roebling's Sons, and by the 5th. October 1878, the last of the main cables' wires went over the river.
After the suspender wires had been placed, workers began erecting steel crossbeams to support the roadway as part of the bridge's overall superstructure. Construction on the bridge's superstructure started in March 1879, but, as with the cables, the trustees initially disagreed on whether the steel superstructure should be made of Bessemer or crucible steel.
That July, the trustees decided to award a contract for 500 short tons of Bessemer steel to the Edgemoor Iron Works, based in Philadelphia. The trustees later ordered another 500 short tons of Bessemer steel. However, by February 1880 the steel deliveries had not started.
That October, the bridge trustees questioned Edgemoor's president about the delay in steel deliveries. Despite Edgemoor's assurances that the contract would be fulfilled, the deliveries still had not been completed by November 1881.
Brooklyn mayor Seth Low, who became part of the board of trustees in 1882, became the chairman of a committee tasked to investigate Edgemoor's failure to fulfill the contract. When questioned, Edgemoor's president stated that the delays were the fault of another contractor, the Cambria Iron Company, who were manufacturing the eyebars for the bridge trusses.
Further complicating the situation, Washington Roebling had failed to appear at the trustees' meeting in June 1882, since he had gone to Newport, Rhode Island. After the news media discovered this, most of the newspapers called for Roebling to be fired as chief engineer, except for the Daily State Gazette of Trenton, New Jersey, and the Brooklyn Daily Eagle.
Some of the longstanding trustees were willing to vouch for Roebling, since construction progress on the Brooklyn Bridge was still ongoing. However, Roebling's behavior was considered suspect among the younger trustees who had joined the board more recently.
Construction progress on the bridge itself was submitted in formal monthly reports to the mayors of New York and Brooklyn. For example, the August 1882 report noted that the month's progress included 114 intermediate cords erected within a week, as well as 72 diagonal stays, 60 posts, and numerous floor beams, bridging trusses, and stay bars.
By early 1883, the Brooklyn Bridge was considered mostly completed and was projected to open that June. Contracts for bridge lighting were awarded by February 1883, and a toll scheme was approved that March.
Opposition to the Bridge
There was substantial opposition to the bridge's construction from shipbuilders and merchants located to the north, who argued that the bridge would not provide sufficient clearance underneath for ships.
In May 1876, these groups, led by Abraham Miller, filed a lawsuit in the United States District Court against the cities of New York and Brooklyn.
In 1879, an Assembly Sub-Committee on Commerce and Navigation began an investigation into the Brooklyn Bridge. A seaman who had been hired to determine the height of the span, testified to the committee about the difficulties that ship masters would experience in bringing their ships under the bridge when it was completed.
Another witness, Edward Wellman Serrell, a civil engineer, said that the calculations of the bridge's assumed strength were incorrect.
However the Supreme Court decided in 1883 that the Brooklyn Bridge was a lawful structure.
The Opening of the Brooklyn Bridge
The Brooklyn Bridge was opened for use on the 24th. May 1883. Thousands of people attended the opening ceremony, and many ships were present in the East River for the occasion. Officially, Emily Warren Roebling was the first to cross the bridge.
The bridge opening was also attended by U.S. president Chester A. Arthur and New York mayor Franklin Edson, who crossed the bridge and shook hands with Brooklyn mayor Seth Low at the Brooklyn end. Abram Hewitt gave the principal address:
"It is not the work of any one man or of any one
age. It is the result of the study, of the experience,
and of the knowledge of many men in many ages.
It is not merely a creation; it is a growth. It stands
before us today as the sum and epitome of human
knowledge; as the very heir of the ages; as the
latest glory of centuries of patient observation,
profound study and accumulated skill, gained,
step by step, in the never-ending struggle of man
to subdue the forces of nature to his control and use."
Although Washington Roebling was unable to attend the ceremony (and rarely visited the site again), he held a celebratory banquet at his house on the day of the bridge opening.
Further festivity included a performance by a band, gunfire from ships, and a fireworks display. On that first day, a total of 1,800 vehicles and 150,300 people crossed the span.
Less than a week after the Brooklyn Bridge opened, ferry crews reported a sharp drop in patronage, while the bridge's toll operators were processing over a hundred people a minute. However, cross-river ferries continued to operate until 1942.
The bridge had cost US$15.5 million in 1883 dollars (about US$436,232,000 in 2021) to build, of which Brooklyn paid two-thirds. The bonds to fund the construction were not paid off until 1956.
An estimated 27 men died during the bridge's construction. Until the construction of the nearby Williamsburg Bridge in 1903, the Brooklyn Bridge was the longest suspension bridge in the world, 20% longer than any built previously.
At the time of opening, the Brooklyn Bridge was not complete; the proposed public transit across the bridge was still being tested, while the Brooklyn approach was being completed.
On the 30th. May 1883, six days after the opening, a woman falling down a stairway at the Brooklyn approach caused a stampede which resulted in at least twelve people being crushed and killed.
In subsequent lawsuits, the Brooklyn Bridge Company was acquitted of negligence. However, the company did install emergency phone boxes and additional railings, and the trustees approved a fireproofing plan for the bridge.
Public transit service began with the opening of the New York and Brooklyn Bridge Railway, a cable car service, on the 25th. September 1883.
On the 17th. May 1884, one of P. T. Barnum's most famous attractions, Jumbo the elephant, led a parade of 21 elephants over the Brooklyn Bridge. This helped to lessen doubts about the bridge's stability while also promoting Barnum's circus.
Brooklyn Bridge in the Late 19th. & Early 20th. Centuries
Movement across the Brooklyn Bridge increased in the years after it opened; a million people paid to cross in the first six months. The bridge carried 8.5 million people in 1884, its first full year of operation; this number doubled to 17 million in 1885, and again to 34 million in 1889.
Many of these people were cable car passengers. Additionally, about 4.5 million pedestrians a year were crossing the bridge for free by 1892.
The first proposal to make changes to the bridge was sent in only two and a half years after it opened; Linda Gilbert suggested glass steam-powered elevators and an observatory be added to the bridge and a fee charged for use, which would in part fund the bridge's upkeep and in part fund her prison reform charity.
This proposal was considered, but not acted upon. Numerous other proposals were made during the first fifty years of the bridge's life.
Trolley tracks were added in the center lanes of both roadways in 1898, allowing trolleys to use the bridge as well.
Concerns about the Brooklyn Bridge's safety were raised during the turn of the century. In 1898, traffic backups due to a dead horse caused one of the truss cords to buckle.
There were more significant worries after twelve suspender cables snapped in 1901, although a thorough investigation found no other defects.
After the 1901 incident, five inspectors were hired to examine the bridge each day, a service that cost $250,000 a year.
The Brooklyn Rapid Transit Company, which operated routes across the Brooklyn Bridge, issued a notice in 1905 saying that the bridge had reached its transit capacity.
Although a second deck for the Brooklyn Bridge was proposed, it was thought to be infeasible because doing so would overload the bridge's structural capacity.
Though tolls had been instituted for carriages and cable-car customers since the bridge's opening, pedestrians were spared from the tolls originally. However, by the first decade of the 20th. century, pedestrians were also paying tolls.
However tolls on all four bridges across the East River - the Brooklyn Bridge, as well as the Manhattan, Williamsburg, and Queensboro bridges to the north - were abolished in July 1911 as part of a populist policy initiative headed by New York City mayor William Jay Gaynor.
Ostensibly in an attempt to reduce traffic on nearby city streets, Grover Whalen, the commissioner of Plant and Structures, banned motor vehicles from the Brooklyn Bridge in 1922. The real reason for the ban was an incident the same year where two cables slipped due to high traffic loads.
Both Whalen and Roebling called for the renovation of the Brooklyn Bridge and the construction of a parallel bridge, although the parallel bridge was never built.
Brooklyn Bridge in Mid- to late 20th. Century
Upgrades to the Bridge
The first major upgrade to the Brooklyn Bridge commenced in 1948, when a contract for redesigning the roadways was awarded to David B. Steinman. The renovation was expected to double the capacity of the bridge's roadways to nearly 6,000 cars per hour, at a projected cost of $7 million.
The renovation included the demolition of both the elevated and the trolley tracks on the roadways and the widening of each roadway from two to three lanes, as well as the construction of a new steel-and-concrete floor.
In addition, new ramps were added to Adams Street, Cadman Plaza, and the Brooklyn Queens Expressway (BQE) on the Brooklyn side, and to Park Row on the Manhattan side. The trolley tracks closed in March 1950 to allow for the widening work to occur.
During the construction project, one roadway at a time was closed, allowing reduced traffic flows to cross the bridge in one direction only. The widened south roadway was completed in May 1951, followed by the north roadway in October 1953. In addition, defensive barriers were added to the bridge as a safeguard against sabotage.
The restoration was finished in May 1954 with the completion of the reconstructed elevated promenade.
While the rebuilding of the span was ongoing, a fallout shelter was constructed beneath the Manhattan approach in anticipation of the Cold War. The abandoned space in one of the masonry arches was stocked with emergency survival supplies for a potential nuclear attack by the Soviet Union; these supplies were still in place half a century later.
A repainting of the bridge was announced in advance of its 90th. anniversary.
Deterioration and Late-20th. Century Repair
The Brooklyn Bridge gradually deteriorated due to age and neglect. While it had 200 full-time dedicated maintenance workers before World War II, that number had dropped to five by the late 20th. century, and the city as a whole only had 160 bridge maintenance workers.
In 1974, heavy vehicles such as vans and buses were banned from the bridge to prevent further erosion of the concrete roadway. A report in The New York Times four years later noted that the cables were visibly fraying, and that the pedestrian promenade had holes in it.
The city began planning to replace all the Brooklyn Bridge's cables at a cost of $115 million, as part of a larger project to renovate all four toll-free East River spans.
By 1980, the Brooklyn Bridge was in such dire condition that it faced imminent closure. In some places, half of the strands in the cables were broken.
In June 1981, two of the diagonal stay cables snapped, seriously injuring a pedestrian who later died. Subsequently, the anchorages were found to have developed rust, and an emergency cable repair was necessitated less than a month later after another cable developed slack.
Following the incident, the city accelerated the timetable of its proposed cable replacement, and it commenced a $153 million rehabilitation of the Brooklyn Bridge in advance of the 100th anniversary.
As part of the project, the bridge's original suspender cables installed by J. Lloyd Haigh were replaced by Bethlehem Steel in 1986, marking the cables' first replacement since construction. In a smaller project, the bridge was floodlit at night, starting in 1982 to highlight its architectural features.
Additional problems persisted, and in 1993, high levels of lead were discovered near the bridge's towers. Further emergency repairs were undertaken in mid-1999 after small concrete shards began falling from the bridge into the East River. The concrete deck had been installed during the 1950's renovations, and had a lifespan of about 60 years.
Brooklyn Bridge in the 21st. Century
The Park Row exit from the bridge's westbound lanes was closed as a safety measure after the September 11, 2001, attacks on the nearby World Trade Center. That section of Park Row was closed since it ran right underneath 1 Police Plaza, the headquarters of the New York City Police Department.
In early 2003, to save money on electricity, the bridge's "necklace lights" were turned off at night. They were turned back on later that year after several private entities made donations to fund the lights.
After the 2007 collapse of the I-35W bridge in Minneapolis, public attention focused on the condition of bridges across the U.S. The New York Times reported that the Brooklyn Bridge approach ramps had received a "poor" rating during an inspection in 2007.
However, a NYCDOT spokesman said that the poor rating did not indicate a dangerous state but rather implied it required renovation. In 2010, the NYCDOT began renovating the approaches and deck, as well as repainting the suspension span.
Work included widening two approach ramps from one to two lanes by re-striping a new prefabricated ramp; seismic retrofitting; replacement of rusted railings and safety barriers; and road deck resurfacing. The work necessitated detours for four years.
At the time, the project was scheduled to be completed in 2014, but completion was later delayed to 2015, then again to 2017. The project's cost also increased from $508 million in 2010 to $811 million in 2016.
In August 2016, after the renovation had been completed, the NYCDOT announced that it would conduct a seven-month, $370,000 study to verify if the bridge could support a heavier upper deck that consisted of an expanded bicycle and pedestrian path.
As of 2016, about 10,000 pedestrians and 3,500 cyclists used the pathway on an average weekday. Work on the pedestrian entrance on the Brooklyn side was underway by 2017.
The NYCDOT also indicated in 2016 that it planned to reinforce the Brooklyn Bridge's foundations to prevent it from sinking, as well as repair the masonry arches on the approach ramps, which had been damaged by Hurricane Sandy in 2012.
In July 2018, the New York City Landmarks Preservation Commission approved a further renovation of the Brooklyn Bridge's suspension towers and approach ramps. That December, the federal government gave the city $25 million in funding, which would contribute to a $337 million rehabilitation of the bridge approaches and the suspension towers. Work started in late 2019 and was scheduled to be completed in 2023.
Usage of the Brooklyn Bridge
Horse-drawn carriages have been allowed to use the Brooklyn Bridge's roadways since its opening. Originally, each of the two roadways carried two lanes of a different direction of traffic. The lanes were relatively narrow at only 8 feet (2.4 m) wide. In 1922, motor vehicles were banned from the bridge, while horse-drawn carriages were restricted from the Manhattan Bridge. Thereafter, the only vehicles allowed on the Brooklyn Bridge were horse-drawn.
By 1950, the main roadway carried six lanes of automobile traffic, three in each direction. It was then reduced to five lanes with the addition of a two-way bike lane on the Manhattan-bound side in 2021.
Because of the roadway's height (11 ft (3.4 m)) and weight (6,000 lb (2,700 kg)) restrictions, commercial vehicles and buses are prohibited from using the Brooklyn Bridge.
The weight restrictions prohibit heavy passenger vehicles such as pickup trucks and SUVs from using the bridge, though this is not often enforced in practice.
Formerly, rail traffic operated on the Brooklyn Bridge as well. Cable cars and elevated railroads used the bridge until 1944, while trolleys ran until 1950.
A cable car service began operating on the 25th. September 1883; it ran on the inner lanes of the bridge, between terminals at the Manhattan and Brooklyn ends.
Since Washington Roebling believed that steam locomotives would put excessive loads upon the structure of the Brooklyn Bridge, the cable car line was designed as a steam/cable-hauled hybrid.
They were powered from a generating station under the Brooklyn approach. The cable cars could not only regulate their speed on the 3.75% upward and downward approaches, but also maintain a constant interval between each other. There were 24 cable cars in total.
Initially, the service ran with single-car trains, but patronage soon grew so much that by October 1883, two-car trains were in use. The line carried three million people in the first six months, nine million in 1884, and nearly 20 million in 1885.
Patronage continued to increase, and in 1888, the tracks were lengthened and even more cars were constructed to allow for four-car cable car trains. Electric wires for the trolleys were added by 1895, allowing for the potential future decommissioning of the steam/cable system.
The terminals were rebuilt once more in July 1895, and, following the implementation of new electric cars in late 1896, the steam engines were dismantled and sold.
The Brooklyn Bridge Walkway
The Brooklyn Bridge has an elevated promenade open to pedestrians in the center of the bridge, located 18 feet (5.5 m) above the automobile lanes.
The path is generally 10 to 17 feet (3.0 to 5.2 m) wide, though this is constrained by obstacles such as protruding cables, benches, and stairways, which create "pinch points" at certain locations. The path narrows to 10 feet (3.0 m) at the locations where the main cables descend to the level of the promenade.
Further exacerbating the situation, these "pinch points" are some of the most popular places to take pictures. As a result, in 2016, the NYCDOT announced that it planned to double the promenade's width.
On the 14th. September 2021, the DOT closed off the inner-most car lane on the Manhattan-bound side with protective barriers and fencing to create a new bike path. Cyclists are now prohibited from the upper pedestrian lane.
Emergency Use of Brooklyn Bridge
While the bridge has always permitted the passage of pedestrians, the promenade facilitates movement when other means of crossing the East River have become unavailable.
During transit strikes by the Transport Workers Union in 1980 and 2005, people commuting to work used the bridge; they were joined by Mayors Ed Koch and Michael Bloomberg, who crossed as a gesture to the affected public.
Pedestrians also walked across the bridge as an alternative to suspended subway services following the 1965, 1977, and 2003 blackouts, and after the September 11 attacks on the World Trade Center.
During the 2003 blackouts, many crossing the bridge reported a swaying motion. The higher-than-usual pedestrian load caused this swaying, which was amplified by the tendency of pedestrians to synchronize their footfalls with a sway.
Several engineers expressed concern about how this would affect the bridge, although others noted that the bridge did withstand the event and that the redundancies in its design - the inclusion of the three support systems (suspension system, diagonal stay system, and stiffening truss) - make it probably the best secured bridge against such movements going out of control.
In designing the bridge, John Roebling had stated that the bridge would sag but not fall, even if one of these structural systems were to fail altogether.
Stunts Associated With Brooklyn Bridge
There have been several notable jumpers from the Brooklyn Bridge:
-- The first person was Robert Emmet Odlum, brother of women's rights activist Charlotte Odlum Smith, on the 19th. May 1885. He struck the water at an angle, and died shortly afterwards from internal injuries.
-- Steve Brodie supposedly dropped from underneath the bridge in July 1886 and was briefly arrested for it, although there is some doubt about whether he actually jumped.
-- Larry Donovan made a slightly higher jump from the railing a month afterward.
Other notable events have taken place on or near the bridge:
-- In 1919, Giorgio Pessi piloted what was then one of the world's largest airplanes, the Caproni Ca.5, under the bridge.
-- At 9:00 a.m. on the 19th. May 1977, artist Jack Bashkow climbed one of the towers for 'Bridging', which was termed a "media sculpture" by the performance group Art Corporation of America Inc.
Seven artists climbed the largest bridges connected to Manhattan in order to:
"Replace violence and fear
in mass media for one day".
When each of the artists had reached the tops of the bridges, they ignited bright-yellow flares at the same moment, resulting in rush hour traffic disruption, media attention, and the arrest of the climbers, though the charges were later dropped.
Called "The first social-sculpture to use mass-media as art” by conceptual artist Joseph Beuys, the event was on the cover of the New York Post, it received international attention, and received ABC Eyewitness News' 1977 Best News of the Year award.
John Halpern documented the incident in the film 'Bridging' (1977)
-- Halpern attempted another "Bridging" "social sculpture" in 1979, when he planted a radio receiver, gunpowder and fireworks in a bucket atop one of the Brooklyn Bridge towers.
The piece was later discovered by police, leading to his arrest for possessing a bomb.
-- In 1993, bridge jumper Thierry Devaux illegally performed eight acrobatic bungee jumps above the East River close to the Brooklyn tower.
-- On the 1st. October 2011, more than 700 protesters with the Occupy Wall Street movement were arrested while attempting to march across the bridge on the roadway.
Protesters disputed the police account of the event, and claimed that the arrests were the result of being trapped on the bridge by the NYPD. The majority of the arrests were subsequently dismissed.
-- On the 22nd. July 2014, the two American flags on the flagpoles atop each tower were found to have been replaced by bleached-white American flags.
Initially, cannabis activism was suspected as a motive, but on the 12th. August 2014, two Berlin artists claimed responsibility for hoisting the two white flags, having switched the original flags with their replicas.
The artists said that the flags were meant to celebrate the beauty of public space and the anniversary of the death of German-born John Roebling, and they denied that it was an anti-American statement.
Brooklyn Bridge as a Suicide Spot
The first person to jump from the bridge with the intention of suicide was Francis McCarey in 1892.
A lesser-known early jumper was James Duffy of County Cavan, Ireland, who on the 15th. April 1895 asked several men to watch him jump from the bridge. Duffy jumped and was not seen again.
Additionally, the cartoonist Otto Eppers jumped and survived in 1910, and was then tried and acquitted for attempted suicide.
The Brooklyn Bridge has since developed a reputation as a suicide bridge due to the number of jumpers who do so intending to kill themselves, though exact statistics are difficult to find.
Crimes and Terrorism Associated With Brooklyn Bridge
-- In 1979, police disarmed a stick of dynamite placed under the Brooklyn approach, and an artist in Manhattan was later arrested for the act.
-- On the 1st. March 1994, Lebanese-born Rashid Baz opened fire on a van carrying members of the Chabad-Lubavitch Orthodox Jewish Movement, striking 16-year-old student Ari Halberstam and three others traveling on the bridge.
Halberstam died five days later from his wounds, and Baz was later convicted of murder. He was apparently acting out of revenge for the Hebron massacre of Palestinian Muslims a few days prior to the incident.
After initially classifying the killing as one committed out of road rage, the Justice Department reclassified the case in 2000 as a terrorist attack.
The entrance ramp to the bridge on the Manhattan side was subsequently dedicated as the Ari Halberstam Memorial Ramp.
-- In 2003, truck driver Lyman Faris was sentenced to 20 years in prison for providing material support to Al-Qaeda, after an earlier plot to destroy the bridge by cutting through its support wires with blowtorches was thwarted.
Brooklyn Bridge Anniversary Celebrations
-- The 50th.-anniversary celebrations on the 24th. May 1933 included a ceremony featuring an airplane show, ships, and fireworks, as well as a banquet.
-- During the centennial celebrations on the 24th. May 1983, President Ronald Reagan led a cavalcade of cars across the bridge.
A flotilla of ships visited the harbor, officials held parades, and Grucci Fireworks held a fireworks display that evening.
For the centennial, the Brooklyn Museum exhibited a selection of the original drawings made for the bridge.
Culture
The Brooklyn Bridge has had an impact on idiomatic American English. For example, references to "Selling the Brooklyn Bridge" abound in American culture, sometimes as examples of rural gullibility, but more often in connection with an idea that strains credulity.
George C. Parker and William McCloundy were two early 20th.-century con men who may have perpetrated this scam successfully on unwitting tourists, although the author of 'The Brooklyn Bridge: A Cultural History' wrote:
"No evidence exists that the bridge
has ever been sold to a 'gullible
outlander'".
However, anyone taken in by fraudsters is hardly likely to publicize the fact.
A popular tradition on Brooklyn Bridge is for couples to inscribe a date and their initials onto a padlock, attach it to the bridge, and throw the key into the water as a sign of their love.
The practice of attaching 'love locks' to the bridge is officially illegal in New York City, and in theory the NYPD can give violators a $100 fine.
NYCDOT workers periodically remove the love locks from the bridge at a cost of $100,000 per year.
Brooklyn Bridge in the Media
The bridge is often featured in wide shots of the New York City skyline in television and film, and has been depicted in numerous works of art.
Fictional works have used the Brooklyn Bridge as a setting; for instance, the dedication of a portion of the bridge, and the bridge itself, were key components in the 2001 film Kate & Leopold.
Furthermore, the Brooklyn Bridge has also served as an icon of America, with mentions in numerous songs, books, and poems.
Among the most notable of these works is that of American Modernist poet Hart Crane, who used the Brooklyn Bridge as a central metaphor and organizing structure for his second book of poetry, 'The Bridge' (1930).
The Brooklyn Bridge has also been lauded for its architecture. One of the first positive reviews was "The Bridge as a Monument", a Harper's Weekly piece written by architecture critic Montgomery Schuyler and published a week after the bridge's opening.
In the piece, Schuyler wrote:
"It so happens that the work which is likely to be
our most durable monument, and to convey some
knowledge of us to the most remote posterity, is a
work of bare utility; not a shrine, not a fortress, not
a palace, but a bridge."
Architecture critic Lewis Mumford cited the piece as the impetus for serious architectural criticism in the U.S. He wrote that in the 1920's the bridge was a source of joy and inspiration in his childhood, and that it was a profound influence in his adolescence.
Later critics regarded the Brooklyn Bridge as a work of art, as opposed to an engineering feat or a means of transport.
Not all critics appreciated the bridge, however. Henry James, writing in the early 20th. century, cited the bridge as an ominous symbol of the city's transformation into a "steel-souled machine room".
The construction of the Brooklyn Bridge is detailed in numerous media sources, including David McCullough's 1972 book 'The Great Bridge', and Ken Burns's 1981 documentary 'Brooklyn Bridge'.
It is also described in 'Seven Wonders of the Industrial World', a BBC docudrama series with an accompanying book, as well as in 'Chief Engineer: Washington Roebling, The Man Who Built the Brooklyn Bridge', a biography published in 2017.
Amazing Stories / Magazin-Reihe
- Hugo Gernsback / A New Sort of Magazine
- Jules Verne / Off on a Comet
(Hector Servadac, voyages et aventures à travers le monde solaire)
(art: Frank R. Paul)
Editor: Hugo Gernsback
Experimenter Publishing Co. / USA 1926
Reprint: Comic-Club NK 2010
ex libris MTP
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[Brackendale, Estade, Camberley, England]
[between ca. 1890 and ca. 1900].
1 photomechanical print : photochrom, color.
Notes:
Title from the Detroit Publishing Co., Catalogue J--foreign section, Detroit, Mich. : Detroit Publishing Company, 1905.
Print no. "10890".
Forms part of: Views of Views of Great Britain and Ireland, predominately England, in the Photochrom print collection.
Subjects:
England--Camberley.
Format: Photochrom prints--Color--1890-1900.
Rights Info: No known restrictions on reproduction.
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Views of Great Britain and Ireland, predominately England (DLC) 2002696059
More information about the Photochrom Print Collection is available at hdl.loc.gov/loc.pnp/pp.pgz
Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/ppmsc.08075
Call Number: LOT 13415, no. 097 [item]