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Middleton.
In one sense white settlement here began in 1849 when the first 80 acre section of land was purchased by Thomas Higgins for land speculation. Higgins had taken up a large estate along Currency Creek further inland in 1840 upon which he built his Higginsbrook homestead. But when a canal was proposed to link Goolwa and Freeman’s Knob (Port Elliot) and then a railway he took the opportunity to indulge in some land speculation along its coastal route. He purchased one 80 acre section. Work began on the railway in 1851 (long before the feasibility of river transport up the Murray was resolved) and it was completed in 1853 with a crossing point which needed double tracks so that the horse drawn trains could pass. This spot was named Middletown. In 1869 when the horse railway was extended to Strathalbyn its track bypassed Goolwa and joined the Port Elliot tracks at Middleton. With a siding constructed in 1854 a small town began to emerge here and Higgins’ land speculation paid off when he subdivided some land for town blocks in 1856. He named it Middleton (not Middletown). A small store had opened in 1854 and the largest building in Middleton the Bowman flourmill was completed in 1855 before the town was created. Bowman’s flourmill was added to in the 1860s. The town of Middleton took shape from 1857 with an early Congregational Church (1859) and the Bible Christian Methodist church opening in 1863, a brickworks being established in 1857 and the Middleton Inn opened in 1859 and the original town school room started up in 1861 at 6 William Street. Much later the Education Department was established in 1875 and a fine bluestone Gothic style state school was erected in the town in 1880. It closed in 1968 and became part of the pioneer hall – the original institute erected in 1901.
The large three storey flourmill still exists in Middleton next to the important railway siding. It its heyday wheat milled here was shipped as flour up the Murray River from Goolwa to the Darling and to the goldfields of Bendigo from Echuca. The extension of the railway line to Strathalbyn in 1869 expanded the wheat growing areas that could service the flourmill. When the train line was converted from horse power to steam engines and linked to Port Adelaide through Mt Barker Junction in 1884 Middleton declined and the flourmill with it. At that time the Strathalbyn line was redirected to Middleton through Goolwa. The original flourmill owners was William Bowman. William had cropping acreages at Finniss along the Finniss River and he farmed in the Milang area from 1844 to 1854 before he set up the flourmill in 1855. William Bowman appears to have created Bowmans & Co around 1869 with Alexander Bowman to operate the mill into the 1870s. William Bowman and his mill went into insolvency in January 1886 when competition from Port Adelaide saw its gradual demise. William was dead by March 1886. New millers took over and the mill finally closed in 1915 when the labour supply dwindled as men enlisted for World War One. The last miller was Henry Ellis. When the rail line came from Strathalbyn the station was directly opposite the flourmill. Public meetings were held as early as 1858 in the Bowman flourmill urging a railway line from Strathalbyn to Middleton.
The notable buildings of Middleton are Fortuna a superb Georgian house with symmetry and simplicity that looks as if it was erected in the 1860s. After the inauguration of the Strathalbyn to Middleton railway in 1869 a new general store with five sides in a Romanesque style with rounded windows was attached to Fortuna House. It later became a post office, a temperance hotel, a shop and in more recent decades a cafe and gallery. Fortuna is now privately owned as a residence. Mindacowie House was built as a Temperance Hotel. John Abbott of Glenford farm at Middleton built Mindacowie for his sisters Jessie and Ruth in 1899. They ran it as a Temperance Hotel for several decades. In latter years it has been a bed and breakfast establishment but is now a residence. The old Bible Christian Methodist Church has closed (1971) as a church but was operated as a restaurant a few years ago but is now a residence too. It opened in 1863.
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
Upper West Side, Manhattan , New York City, New York, United States of America
If you want to know more about my walks and photos, check out my blog.
The Hotel Belleclaire, one of a number of luxury apartment hotels constructed on the Upper West Side at the turn of the century, was the first major commission awarded to Emery Roth, at the time a straggling young architect. Roth went on to specialize in apartment house design, and during a career spanning more than forty years and well over two hundred projects, was to play an important role in the shaping of the Manhattan skyline.
Best known for his towered apartment buildings on Central Park West, Roth's early work has gone largely unrecognized. The Hotel Belleclaire of 1901-03 with its references to the Art Nouveau and Secessionist movements of Europe, represents not only an interesting early phase in Roth's career, but also a fascinating stylistic anomaly in the history of New York City architecture.
Development History
The Upper West Side was largely undeveloped until the 1880s. Farm patents had been granted in the seventeenth century and early in ,the eighteenth the Bloomingdale Road was opened (later known as the Boulevard, and after 1899, as Broadway) . The site on which the Belleclaire stands was included in the Somarindyck family holdings and by the early nineteenth century was located on the outskirts of Harsenville, named for one John Harsen whose house stood between 70th and 71st streets at Broadway.
Although the grid plan of 1811 for New York extended to the Upper West Side, the area remained essentially rural until after the Civil War. Land speculation in the post-war years was fueled by the creation of Central Park, and despite wild vacillations in prices occasioned by the Panic of 1873, speculation continued almost unabated.
Plans for Riverside Park and Drive were undertaken in 1876 (completed 1900) and transportation improvements such as the Ninth Avenue Elevated Railroad (completed 1879) further stimulated speculative interest. Serious building activity began with Edward Clark's bold venture in constructing The Dakota, the grand apartment hotel at 72nd Street and Central Park West of 1884 (designed by architect Henry Kardenbergh, and a designated New York City landmark.)
By 1886 the New York Times was extolling the "thousands of carpenters and. masons rearing substantia] buildings" where there had been "huge masses of rock. ..crowned by rickety shanties and browsing goats."
In the early 1890s the West 70s and 80s had evolved into an up-and-coming neighborhood, Numerous rowhouses had been constructed on the side streets closest: to Central Park, while apartment buildings had begun to line the avenues.
Optimistic opinion held that the Upper West Side was destined to supplant the Upper East Side as Manhattan' s most desireable residential area.
The new rowhouses, executed in a variety of styles and materials seemed to many far more appealing than their older brownstone counterparts across the park. Riverside Drive was envisioned as Fifth Avenue's successor, which resulted in an anticipatory rise in land values. By the late 1890s land prices had reached such extravagant heights that developers could realize little profit on single family dwellings and those that were built were rapidly becoming too costly for any but the truly rich.
At the same time, Fifth Avenue's old guard remained firmly entrenched, so that relatively few West Side mansions were erected. Thus, by the turn of the century, the stage was set for the advent of the tall West Side apartment building.
Apartment Hotels
Apartment buildings, which had been introduced to New York in the later nineteenth century, were initially termed "French flats" when they were intended to house the middle and upper-middle classes.
All multiple dwellings for three or more tenants were legally classified as tenements, but in common parlance the tenement was the habitat of the working class, often overcrowded and equipped with few amenities.
Despite European precedent, Americans of means were initially skeptical of multiple dwellings. Such close proximity to neighbors, and more importantly to live-in servants and to kitchen areas—traditionally relegated to attics and basements—was thought to lack privacy and a certain decorum.
A successful solution to such objections was the apartment hotel, a building type which enjoyed great popularity during the early twentieth century. Apartment hotels were intended for both permanent and transient tenants, and offered suites and single rooms, furnished or unfurnished.
All were without kitchen facilities, and instead the apartment hotel operated ground floor restaurants, supplied room service, and employed full service staffs, so that tenants could dispense with personally employed servants.
The appeal of the apartment hotel was three-fold, offering privacy, convenience and economy. But if the apartment hotel was regarded as a perfectly acceptable domestic arrangement by many affluent New Yorkers, the uppermost echelons of New York society apparently regarded it as rather dubious.
Edith Wharton, in Custom of the Country (1913) gives the West Side, where the parvenu Spragg family reside, the distinctly unflattering name "Hotel Stentorian"
The Belleclaire and Its Architectural Sources
The Hotel Belleclaire was const meted between 1901 and 1903 for owner Albert Saxe. He commissioned Emery Roth to design the building on the basis of their association on an earlier project, The Saxony apartments of 1899, located nearby at 250 West 82nd Street. A seven-story building executed in brick with limestone detailing, The Saxony was a workmanlike Italian Renaissance design, which invites comparison with numerous Upper West Side buildings, such as those designed by Neville & Bagge or George F. Pelham, firms which often worked for developers.
Certain aspects of the Saxony's design, such as the rusticated limestone two-story base and the unification of the middle floors by continuous pilasters with crowning upper stories, bear a formal resemblance to the Belleclaire. but such comparisons seem unimportant when the mundanity of the Saxony is contrasted with the exuberance and individuality of the Belleclaire.. where the compact solid block is replaced by a boldly plastic silhouette which takes full advantage of the corner site, clearly demarcating avenue, corner and side street.
The Belleclaire, by far the biggest commission of Roth's young career, offered him his first opportunity to compete with such large projects as The Dakota, or The Ansonia and The Dorilton, two grand apartment hotels then under construction just a few blocks south on Broadway.
These were both designed in the neo-Baroque French Beaux-Arts style. Roth offered his own version of European inspired elegance,, looking to the Art Nouveau of France and Belgium, and the related Secessionism of Austria and Germany.
Oddly enough it appears that Roth first came in contact with the Art Nouveau and Secessionist styles in Chicago in the early 1990s while he was working as a draftsman on the staff designing the World's Columbia Exposition of 1893.
Although the fair itself was a paean to neo-classicism, it had attracted many young foreign architects with a variety of interests. Roth had a German roommate "as wholeheartedly immersed in art as I was" , and as he later reminisced:
[A].. .potent and lasting influence was the inspiration I received from touching elbows with enthusiastic young men of outstanding talent there at the fair; these left a permanent mark on me.
There were men of all nationalities among the hundred or more draughtsmen; Frenclimen from the Ecole des Beaux Arts, Norwegian Moderns, Germans from the famous Wagner School, and above all the pick of America.
Roth's "Wagner School" refers to the students of Otto Wagner (1341-1918). Professor of Architecture at the Vienna Academy, he had designed a number of speculative apartment houses on Vienna's famous Ringstrasse, was interested in urban design and planning, and was associated with the Vienna. Secession. Thus Roth was meeting young men who had come directly from his sphere of influence and who had first-hand acquaintance with the early phases of the Secessionist movement Roth's interest in the new styles became apparent when he began independent practice in New York in 1898. Despite his self-professed predilection for neo-classicism, he employed Art Nouveau motifs for two restaurant renovations, the Cafe Boulevard on lower First Avenue and the nearby Lorber restaurant.
Around 1900 he was commissioned to make improvements to the Arverne Hotel in the Rockaways, where he designed a Secessionist-influenced casino pavilion. This work introduced him to fellow Jewish-Hungarian immigrants who formed much of the Arverne1 s clientele, and led to a series of summer cottage commissions. At
Fiejschmanns, New York, in the Catskill Mountains, Roth designed two houses which were essentially relatively modest-sized, examples of the Shingle Style, onto which he rather whimsically, but quite successfully, grafted Art Nouveau motifs.
The Art Nouveau elements were confined to details, such as versnda supports, balustrades and window shapes.
In designing the Hotel Belleclaire, Roth's approach was similar; the massing, materials and plan of the building conform to academic Beaux-Arts principles which equally inform such buildings as The Ansonia and The Dorilton.
It is in the decorative detailing of its elevations that the Belleclaire displays Art Nouveau-Secessionist influence. The Art Nouveau and Secessionist movement ,generally, was concerned with decorative art and applied ornament. In some cases its architectural expression was a matter of surface application rather than of plan and articulation of form.
The United States as a whole was unreceptive to Art Nouveau architecture, perhaps viewing it as too "bohemian'. Roth's version palliated conservative mistrust of the avant-garde, at the same time offering a fillip of Continental panache. Despite the success of the Belleclaire, its Art Nouveau-Secessionist inclinations were not emulated.
It remains a singular evocation in New York of an architectural current which swept Europe but only brushed American shores.
The Architect
Emery Roth was born in 1871, in Galzecs, Hungary, to a comfortable bourgeios family, but after the death of his father when he was thirteen, the family's fortunes took a turn for the worse, and it was decided that instead of continuing his schooling, young Emery would immigrate to America- Passing through Ellis Island, Roth continued on to Chicago, where his truly Horatio Algeresque success story began.
While still a teen-ager living a hand to mouth existence in Bloomi.ngton, Illinois. Roth determined to become an architect. He worked for both a local architect and local builder.
In 1889, having won a national government-sponsored contest, the Maize Competition—for which he drew a drawing room utilizing the corn plant as a decorative motif—Roth took his $100 prize money and set out for Kansas City.
Apparently he could not find architectural employment there, but while he was still in Bloomington he had applied to join the office of Burnham & Root as a member of the architectural staff of the World's Columbian Expostion.
Offered the job by mail, Roth moved on to Chicago and worked under Charles Atwood, who succeeded John W. Root after his death in 1891. Roth helped to prepare drawings for the celebrated Palace of Fine Arts. While at the fair, Roth met Richard Morris Hunt, the recognized dean of American architects, who offered to hire him if he ever came to New York.
After the fair, with true to form optimism, Roth headed for Manhattan, where Hunt's casual offer was honored. Assigned to draft interior perspectives for the Breakers, the Newport mansion of Cornelius Vanderbilt, Roth came in contact with Ogden Codman, a noted architect, interior designer and socialite. In 1895 Roth went to work for Codman, where his decorative and planning abilities were sharpened.
By 1898 Roth believed himself ready for private practice. Theodore G. Stein and E. Yancv Cohen, after involved negotiations, sold Roth their architectural practice for $ 1000. As part of the agreement Roth was entitled to represent himself as a partner in Stein, Cohen & Roth for one year, in order to capitalize on the good will of the existing firm. In fact, Roth was on his own.
While the Belleclaire was under construction Roth was approached, by Leo and Alexander Bing, Manhattan real estate developers. The Bing brothers admired the Belleclaire and commissioned Roth to design a group of five-story apartment buildings in Washington Heights. This alliance inaugurated a lifetime association.
In the years following the Belleclaire, Roth had several commissions, among them Bancroft Hall of 1910, a student housing facility for Columbia University, and a series of religious structures, including the Congregation Ahavith Achem of 1908 in Brooklyn and the First Reformed Hungarian Church of 1916 on East 69th Street in Manhattan.
The year 1918 was a traumatic one for Roth. He lost his vision in one eye, the result of glaucoma, and nearly died in the great influenza epidemic of that year.
But the prosperity of the 1920s was to carry him through to a period of great professional achievement and personal contentment. His numerous apartment building commissions, such as the Ritz Tower on Park Avenue at 57th Street of 1925, followed by the Oliver Cromwell (1928), the San Remo (1929-30), the Beresford (1928-39), the Eldorado (1929-31) and the St. Moritz Hotel, all on the West Side, reveal Roth's ability to fuse functional requirements with the aesthetic aspirations of his clients. Roth had learned from Codman the planning requirements of the affluent—rooms of "good proportions, vistas and logical communication."
The dramatic towers of Roth's Central Park West buildings are predicated upon interior considerationsr offering abundant air, light and views. In his own way Roth was adhering to the modern philosophy "form follows function". Roth's apartments of the Depression era demonstrate that to some extent form may also be dictated by economics.
Beginning with such buildings as the Southgate Apartments on East 52nd Street of 1929-31, Roth designed more modestly. Aided by his sons, he was to continue his practice until his death in 1948.
The Belleclaire
From the New York Tribune, January 13, 1903:
Milton Roblee, the proprietor of the new Hotel Belleclaire, gave a formal opening at his hotel last evening, which was attended by a large number of specially invited guests. The hotel was handsomely decorated.
The Hotel Belleclaire is the latest addition to the constantly swelling list of West Side apartment hotels. It is a structure of ten stories, luxuriously furnished with striking and original decorative effects in several of the public rooms... .
Although primarily designed as a place of permanent residence, the Belleclaire will also accommodate transient guests. The apartments are arranged in suites of from one to five rooms, each with private bath, ....
And from the Architects' and Builders' Magazine, January, 1903:
The [Belleclaire's! ground floor is devoted entirely to the hotel business, and has large and commodious offices, and a beautiful promenade hall extending the entire length, off from which you may enter the Louis XV ladies' dining room, the Italian Renaissance palm room, the Flemish cafe, the Mission library and the Moorish private dining room.
Other space is devoted to flowers, cigars,, news, telephone andtelegraph offices, etc. two passenger elevators, freight elevator for baggage and servants, mail chutes, and in fact every modern up-to-date convenience.
The Belleclaire's early years were characterized by the prosperity, which these accounts augured. Under Rob-lee's management, modif i cat ions were soon made to the hotel, according to Roth's designs.
The orignal bowling alley in the basement gave way to storage space, the kitchens were reorganized and a metal and glass entry was provided in the 77th Street courtyard.
The Belleclaire's daily routine was rather dramatically interrupted in the Spring of 1906. Maxim Gorky, the celebrated Russian author and champion of Socialist Realism, had arrived in New York on a fund-raising campaign.
An American socialist millionaire, Gaylord Wilshire, arranged for Gorky and his mistress, Mme. Andreyeva, to stay at the hotel. Gorky was initially lionized by New York—Mark Twain arranged a literary dinner, William Randolph Hearst took him on a tour of the city and contracted a series of newspaper articles—and impromptu receptions were the order of the day in his suite.
But all too soon Gorky became enmeshed in American political intrigues and the New York press seized the moment to decry his illicit alliance with Mme. Andreyeva. Martin Roblee felt compelled to evict them: "This is not. Europe; I am running a family hotel and I can' t have these people in my house any longer."
Roblee was not alone—the Hotel Brevoort turned them away, the Rhinelander accepted them, but when the manager learned their identity, had their luggage suminarily dumped in the street.
In the 1920s, under the new management of Walter Guzzardi, alterations were again undertaken. His modernizing efforts began with the cafe and bar, in keeping with Prohibition laws, and the New York Times lamented,
"Another noted relic of the pre-Volstead era will soon pass out of existence" as new office space spelled "the doom of the bar, the rail and all the other embellishments."
At the same time the main dining room was converted to stores (architect Louis Abramson), and among the first tenants were the millinery shop of Rosalind Lee, Isaacs & Marquis gown and dress shop, the Cash Nut Shop and Sheffield Farms Inc. Guzzardi also planned a roof garden for dining and dancing arid a ten-story extension adjacent to the 77th Street elevation, but these additions were never realized.
During the Depression years the Belleclaire apparently lost many of its permanent residents, and by the time of the 1939 World's Fair, it was advertised in a brochure as a transient hotel suitable to fair visitors. The nightly rate for a double room began at $ 2.50.
Although New York City's Multiple Dwelling Law of: 1929 allowed kitchens to be added to apartment hotel rooms, it was not until early 1943 that "kitchenettes" were installed in the Belleclaire.
At the same time many of trie larger suites were subdivided and many hotel services suspended. Luxury apartment hotels like the Belleclaire, casualties of the Depression, were forced to accede to a new regime.
Description
The Hotel Belleclaire is a ten-story building executed in red brick wi th Iimestone, terra cot ta and metal detai1ing. Composed of three symmetrically massed pavilions with an entrance court on 77th Street and two light courts on the south elevation, the easternmost pavilion has been adjusted, to conform with with, the angle of Broadway.
From the street the building appears to be U-shaped. The Broadway tower and side street elevations are horizontally divided in the traditional mariner with a base, central section and crowning element. The two-story base is of smooth rusticated limestone, and now includes shopfronts at the first story replacing or obscuring the original fenestration.
This consisted of elliptically depressed arched windows with curvalinear muntins and mull ions which were of an Art Nouveau character as was the metal railing which surrounded the building.
The main entrances to the lobby and restaurant on Broadway (the upper portions still visible above the shopfronts) are two stories in height, with depressed arches, originally flanked by engaged columns, and surmounted by carved copestones. The soffits of these entrances contain a carved leaf pattern, posssibly laurel, which calls to mind the dome of the famous Vienna Secession building of 1897 by J.-M. Olbrich.
This same leaf pattern appears in the bandcourse above the fourth story window® in alternation with roundels in rectilinear panels. The second story windows are square headed and contain the highly individual tweive~over-three wooden sash which Roth used at the upper stories and which calls to mind Secessionist motifs, and even the work of Charles Rennie Mackintosh, the Scottish architect whose work is related to the Secessionist and Art Nouveau movements.
A balustrade once surmounted the entrances and still encircles the corner tower. In the central brick portion of the building from the third to the seventh stories, the windows have the sash described above and are square-headed at the third and fourth stories, segmentally-arched above. Stone bandcourses and spandrel panels articulate the fourth story.
The eighth story has square-headed windows interspersed by paired brackets which support a decorative metal balustrade. The ninth floor is of brick with square-headed windows and the tenth contains a shallow mansard roof with square-headed dormers. At the tenth story the semicircular tower is ornamented with pendants and originally was topped by a domed cupola.
This clear horizontal organization is dramatically counterbalanced by the verticals of the tower, and monumental pilasters on the main and side elevations. On Broadway the four central bays of the facade are flanked by paired pilasters enframing single broader bays containing tri-partite metal oriel windows rising uninterruptedly from the third to the sixth stories and also appearing in the eighth through tenth stories.
At the seventh story the pilasters enframe elliptically-arched windows with curvilinear mullions. The stone pilasters are ornamented with pendants and stylized Indian heads, which despite their American subject, are Secessionist inspired in style. The pilasters on Broadway are linked at the top by stone round arches projecting above the roofline, originally surmounted by large copestones.
On the 77th Street elevation the two bays to the east of the courtyard are enframed by pilasters, while to the west the pi latere enframe three bays with a wider central bay which includes metal oriels and a seventh story elliptically-arched window like those on Broadway. A round stone arch surmounts the tenth story central bay. A handsome curvalinear metal railing tops this facade.
The courtyard now serves as the main entrance and has a modern one -story entrance addition. The courtyard has chamfered corners, forming an open sided octagonal space and is three bays wide in the southern elevation. It is articulated similarly to the facades facing the streets.
The southern elevation of the building contains a small curved bay at the Broadway corner from the third to the sixth stories, and also contains the two light courts. It is now a party wall with the adjacent apartment building.
The western elevaton is visible above the adjacent townhouses, and is of brick with windows similar to those on the main elevations.
- From the 1987 NYCLPC Landmark Designation Report
08/10/2012. Campaigners from the World Development Movement protest outside Conservative Party Conference in Birmingham, calling on George Osborne to support regulation to stop bankers betting on food prices. Food speculation has been blamed for exacerbating recent spikes in food prices.
08/10/2012. Campaigners from the World Development Movement protest outside Conservative Party Conference in Birmingham, calling on George Osborne to support regulation to stop bankers betting on food prices. Food speculation has been blamed for exacerbating recent spikes in food prices.
The history of the Jemison Center, often strangely called "Old Bryce," seems to be mired in half-truths and speculation on the internet. The earliest information found dates back to when the land was a plantation, called Crab Orchard back in the 1820s, due to the many crab apple trees located on the property. It was owned by William Jemison, who then passed it down to his son, Robert Jemison Jr., a successful politician and businessman. The 4,000 acre tract in Northport was later known as Cherokee Place, where Robert would live until his new home was completed in Tuscaloosa in 1862. Jemison was a major advocate for the establishment of a hospital for the insane in Alabama, and is considered a major influence to select the area as the site for the first asylum in the state - the Alabama State Hospital for the Insane (Bryce Hospital).
By the 1920s the asylum had become severely overcrowded, and satellite institutions were created nearby to relieve the pressure, such as the Alabama Home for Mental Defectives (later known as Partlow State School). In 1939, the site of the Cherokee Plantation was purchased and transformed into the State Farm Colony for Negroes (the old Bryce Hospital grounds only housed white patients during the Jim Crow era). The former plantation house on the hill was razed and in its place the state of Alabama constructed the Jemison Institute, a three-story brick institution with detached heating plant for $161,000.
History seems to fade from there; it's assumed the Jemison Center operated as a state work farm, where able-bodied African American patients would work the fields to produce food for the hospital, as well as performing other kinds of labor (weaving, mending, etc). Desegregation orders from the government and changes in labor laws seemed to put an end to the Jemison Center; all farming operations at Bryce ceased in 1977. A mid-19th century structure was also erected on the property, called the S.D. Allen Intermediate Care Facility; it was used as a nursing home until it closed in 2003.
Info taken from - opacity.us/site245_jemison_center.htm
Fort Boonesborough & Daniel Boone (the Longhunter)
In 1774, Richard Henderson, a judge from North Carolina, organized a land speculation company with a number of other prominent North Carolinians called the Transylvania Company. The men hoped to purchase land from the Cherokees on the Kentucky side of the Appalachian Mountains and establish a British proprietary colony. Henderson hired Daniel Boone, an experienced hunter who had explored Kentucky, to blaze a trail through the Cumberland Gap into central Kentucky.
The Appalachian Mountains form a natural barrier to east–west travel. From New York to Georgia there are only five ways to travel to the west, with only three natural interior breaks allowing animal powered travel without great engineering works. These were the Gaps of the Allegheny and the several ways such as the Kittanning Paths in Pennsylvania, the Cumberland Narrows in northwestern Maryland host to Nemacolin's Path, and the Cumberland Gap in the four-state region of North Carolina and Virginia on the east side and through the gap, Tennessee and Kentucky. While late 19th and 20th century technologies would later bridge the mountain chain in other places, these all required significant civil engineering works to make a road bed past the barrier range geologist classify as the ridge-and-valley Appalachians. Settlers from Pennsylvania tended to migrate south along the Great Wagon Road through the Great Appalachian Valley and Shenandoah Valley.
Daniel Boone was from Pennsylvania and migrated south with his family along this road. From an early age, Boone was one of the longhunters who hunted and trapped among the Native American nations along the western frontiers of Virginia, so-called because of the long time they spent away from home on hunts in the wilderness. Boone would sometimes be gone for months and even years before returning home from his hunting expeditions.
Boone recommended three essentials for a pioneer: "A good gun, a good horse, and a good wife." He also would need a strong body, a sharp ax and good luck. Another essential was salt. Before 1776, it had to be shipped into the Thirteen Colonies from the West Indies at great expense. It was the only meat preservative available for men on the move and Kentucky had an extra lure with its large salt brine lakes near what is today the community of Boonesborough, Kentucky. The many "salt licks" of Kentucky are today reflected in the many place names in the state that use the words "lick" or "licking".
Starting on March 10, 1775 Boone, along with 35 axmen, cut a trail from Long Island in Kingsport, Tennessee through the forests and mountains to Kentucky. It was a rough mud trail, hardly more than a path. The Transylvania Company had obtained title to Kentucky from the Cherokee and Iroquois, and even the Shawnee chief Cornstalk, defeated in Dunmore's War, had promised at the Treaty of Camp Charlotte on October 19, 1774 that his tribe would no longer hunt or claim land south of the Ohio River in Kentucky. Notwithstanding this promise, the Shawnee viewed Boone and other settlers as invaders. On March 24, 1775 Boone and his party were only 15 miles (24 km) from their final destination of the Kentucky River when they camped for the night. Just before daybreak a group of Shawnee, slinging tomahawks, attacked the sleeping men. Some of Boone's party were killed and a few were wounded but most were able to escape into the woods. Boone regrouped his men and managed to drive off the hostile Shawnee. The party did, however, lose some of their horses. Here Boone built a temporary open barricade with 6 to 7-foot (2.1 m) high logs.
By the next year, the Shawnee had been joined by the Chickamauga Cherokee in the Cherokee–American wars with the settlers, which lasted until 1794.
Balthasar de Monconys (1611-1665) was a French physicist and judge, born in Lyon. In 1618, Monconys' parents sent him to a Jesuit boarding school in Salamanca, Spain, as a plague had broken out in Lyon. Monconys was deeply interested in metaphysics and mysticism, and studied the teachings of Pythagoras, Zoroastrism, and Greek and Arab alchemists. From a young age, he dreamed of travelling to India and China. However, he returned to Lyon after finishing his studies. At the age of thirty-four years old he was finally able to leave behind the safety of his library and the theoretical speculation of the laboratory, and become a tireless traveller in Europe and the East.
Monconys travelled to Portugal, England, Germany, Italy, the Netherlands, Istanbul and the Middle East with the son of the Duke of Luynes. Even in his very first journey to Portugal, it is obvious that in each city Monconys is very soon able to connect with mathematicians, clergymen, surgeons, engineers, chemists, physicians and princes, to visit their laboratories and to collect “secrets and experiences”.
After Portugal, Monconys travelled to Italy, and finally departed to the East, to study the ancient religions and denominations, and meet the gymnosophists. In 1647-48 he was in Egypt. Seeking the Zoroasters and followers of Hermes Trismegistus, he reached Mount Sinai. In Egypt, the 17th century European was lost in a labyrinth of small and winding streetlets, and discovered different cults and religions, the diversity of ethnicities and their customs: Turks, Kopts, Jews, Arabs, Mauritans, Maronites, Armenians, and Dervishes. He followed several superstitious suggestions and discovered marvellous books of astronomy in Hebrew, Persian and Arabic. Later on, after his pilgrimage to the Holy Land, he crossed Asia Minor and reached Istanbul, from where he planned to travel to Persia. For once more in his life however, the plague forced him to change his course; he left for Izmir, and returned to Lyon in 1649.
Fron 1663 to 1665 Monconys travelled incessantly between Paris, London, the Netherlands and Germany. He visited princes and philosophers, libraries and laboratories, and maintained frequent correspondence with several scientists. Finally, after consequent asthma attacks he passed away before his travel notes could be published.
His travel journal (1665-1666) was edited and published by his son and by his Jesuit friend J. Berchet. The journal is enriched by drawings which testify to the wide scope of Monconys' interests. Monconys collected a vast corpus of material which includes medical recipes, chemistry forms, material connected to the esoteric sciences, mathematical puzzles, questions of Algebra and Geometry, zoological observations, mechanical applications, descriptions of natural phenomena, chemistry experiments, various machines and devices, medical matters, the philosopher's stone, astronomical measurements, magnifying lenses, thermometres, hydraulic devices, drinks, hydrometres, microscopes, architectural constructions and even matters connected to hygiene or the preparation of liquors.
The third volume includes a hundred and sixty-five medical, chemical and physics experiments with their outcomes as well as a sonnet on the battle of Marathon. There are five detailed indexes for the classification of the material. At the same time, this three-volume work permits the construction of a list of names (more than two hundred and fifty) of scholars, physicians, alchemists, astrologists, mathematicians, empirical scientists and other researches. From Monconys' text and correspondence a highly interesting network emerges, as it is possible for specialists of all disciplines to reconstruct the contacts between scientists and scholars of Western Europe, for a period spanning more than a decade in the mid-17th century.
Monconys' work is written in a monotonous style, but nevertheless possesses a perennial charm, as it is a combination of a travel journal and a laboratory scientist's workbook. The drawings accompanying the text make up a corpus of material unique in travel literature.
Written by Ioli Vingopoulou
Fransız asıllı fizikçi ve yargıç Balthasar de Monconys (1611-1665) (okunuş: Baltazar dö Monkoni) Lyon şehrinde doğar. Yaşadığı kentte 1618 yılında veba salgını baş gösterince, ailesi onu Salamanka şehrine bir Cizvit yatılı okuluna gönderir. Metafizik ve gizemcilik (mistisizm) için yoğun ilgi duyan Monconys, Pythagoras öğretilerini, Zerdüştlüğü, hatta Yunan ve Arap simyacıların eserlerini okur. Daha küçük yaştan beri Hindistan ve Çin'e kadar ulaşmayı düşlemesine karşın eğitimini tamamladıktan sonra Lyon'a geri döner ve nihayet 34 yaşındayken kütüphane güvenliğini ve teorik laboratuvar bilgilerini terkedip kararlı bir biçimde Avrupa ve Doğu'ya seyahat etmeye başlar.
Monconys, Luynes dükünün oğluyla birlikte Portekiz, İngiltere, Almanya, İtalya, Alçak Ülkeler (Hollanda), İstanbul ve Orta Doğu'ya seyahat eder. Daha ilk yolculuğundan (Portekiz'de) uğradığı her şehirde kısa zamanda matematikçi, rahip, cerrah, mühendis, kimyager, doktor ve prens gibi çeşit çeşit insanlarla bağ kurup laboratuvarlarını ziyaret ederek "sır ve tecrübeler" derler. Yazdığı metinde bu süreci izlemekteyiz. Portekiz'den sonra ilk kez olarak İtalya'ya gider ve nihayet çeşitli dogmaları, eski dinleri ve "gymnosophist"leri (çıplak bilgeler) incelemek üzere Doğu'ya doğru yola çıkar. 1647-48 yıllarında Mısır'da bulunmaktadır; Zerdüştçüler ve Hermes-Thot (Hermes Trismegistus) müritleriyle karşılaşmak için Sina dağına kadar ulaşır. Mısır'da 17. yüzyılın bu Batı Avrupalısı daracık sokakların oluşturduğu labirent içinde yitip, türk, kıptî, yahudî, arap, moritanyalı, maruni, ermeni, derviş gibi binbir çeşit dogma ve mezhep, milliyet ve kültürel adet keşfeder. Batıl inançlara uyar, ibranice farsça yada arapça dillerinde yazılmış şahane gökbilim kitapları keşfeder. Kutsal Yerlere hacılık ziyaretinin ardından Anadolu'yu boydan boya geçip İstanbul'a varır. Buradan İran'a gitmeyi planlar. Ancak veba salgını bir kez daha onu kaçmaya zorlar; İzmir'e geçip oradan 1649 yılında Lyon'a döner.
Monconys 1663'ten 1665'e kadar hiç ara vermeden Paris, Londra, Hollanda ve Almanya arasında mekik dokuyup prens ve filozoflarla konuşur, çeşitli kütüphane ve laboratuvarları ziyaret eder ve birçok bilim adamıyla yoğun bir mektuplaşma sürdürür. Ancak sonunda üstüste geçirdiği astım krizlerinden sonra seyahat notlarının kitap olarak basılmış halini göremeden ölür.
Sözkonusu yayın (1665-1666) Monconys'nin oğlu ve dostu Cizvit rahip J. Berchet tarafından hazırlanmıştır. Monconys'nin geniş bir ilgi alanına sahip oluşu günlüğünü tamamlayan desenlerle kanıtlanmaktadır. Derlemiş olduğu çeşitli ve zengin malzeme içinde: ilâç reçeteleri, kimyasal formüller, gizli ilimlerle ilgili malzeme, matematik bilmeceleri, cebir ve geometri problemleri, zoolojiye (hayvan bilimi) ilişkin gözlemler, mekanik uygulamalar, doğa fenomenleri betimlemeleri, kimyasal deneyler, makineler, tıp konuları, felsefe taşı, astronomi ölçümleri, büyüteçler, termometreler, su tesisatıyla ilgili cihazlar, içkiler, hidrometreler, mikroskoplar, mimarî yapılar, hijyen ve likör yapımı gibi konular var.
Kitabın üçüncü cildinde işlenen konular arasında 165 tane fizik kimya ve tıp deneyi ve sonuçları, ve Maraton muharebesi hakkında bir sone yer almaktadır. Bu içeriğin sınıflanması için kitaba beş tane ayrı çözümlemeli dizin eklenmiştir. Aynı zamanda, Monconys'nin üç ciltlik eserinden upuzun bir isimler katalogu da (250'den fazla isim) elde edilebilir. Bu isimler yazar ve düşünür, doktor, simyacı, astrolog, matematikçi, deneyci ve çeşitli uzman araştırmacılara aittir. Monconys'nin metninden ve mektuplaşmalarından, 17. yüzyıl ortalarında özellikle batı Avrupa'da, 20 yıldan fazla bir süre için, tüm bilim uzmanlarının yeniden birleştirebileceği son derece ilginç bir bilimler arası ilişki ağı ortaya çıkmaktadır.
Monconys'nin yazış uslubu tekdüze olmakla birlikte, bir laboratuvar araştırmacısının seyahat günlüğü ile gözlem defterini bir arada bulundurması açısından eşsiz bir cazibeye sahiptir. Metne eşlik eden desenler seyahat edebiyatı yayınlarında rastlanan ender türden bir malzeme oluşturmaktadır.
Yazan: İoli Vingopoulou
08/10/2012. Campaigners from the World Development Movement protest outside Conservative Party Conference in Birmingham, calling on George Osborne to support regulation to stop bankers betting on food prices. Food speculation has been blamed for exacerbating recent spikes in food prices.
How Architecture Learned to Speculate
Mona Mahall and Asli Serbest
December 2009
For the first time, the speculative in architecture becomes a topic of critical research. It is investigated, not as idealistic but as strategic acting within endless modernity. This modernity implies that speculation, as strategic acting, is not only applied to economic, but also to political, and aesthetic values. The consequences? Values become mobile, valuations become a play with high and low, authors (architects) become winners or losers, and culture becomes fashion.
Including projects by Michael Najjar, Matthieu Laurette, NL Architects, PARA-Project, visiondivision, MVRDV, Aristide Antonas, David Schalliol, Kevin Bauman, FAT, David Trautrimas, JODI, Bernard Gigounon, Ralf Schreiber, Gitta Gschwendtner, Pascual Sisto, Darlene Charneco, Seyed Alavi, Helmut Smits, Ant Farm, 100101110101101.ORG, Caspar Stracke, and OMA.
ISBN: 978-3-00-029876-9
Number of pages: 246
Measurements: 19 x 12 x 1,1 cm
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
Speculation arose whether this was a 1960's US missile silo.. Figured the only way was to pull the levers.. but I haven't got to visit Moscow yet so no chances taken.
On 4th September 2013, EU negotiators met to agree new rules on food speculation. On the morning of this crucial meeting, WDM campaigners joined up with other European campaigners (Friends of the Earth Europe, Oxfam Germany, SOS-Faim, CNCD, Fairfin) to perform a comedic street theatre production to call on decision makers to remove loopholes in legislative proposals. The key members of the European parliament came to hear our demands and were presented with some of the barrier tape to remind them of the 35k people who have signed up to call for an end to bankers betting on hunger.
Actors dressed as bankers were restrained with hazard tape today in a stunt calling on EU negotiators to strengthen rules intended to curb the destructive practice of food speculation.
The protest by Friends of the Earth Europe, alongside development organisations FairFin, Oxfam, SOS Faim, World Development Movement and CNCD, comes at the start of crucial negotiations on proposed EU financial reforms known as MiFID (Markets in Financial Instruments Directive).
The organisations are calling on negotiators to close loopholes in the negotiating texts to prevent banks and financial investors from driving-up food prices through food speculation.
A woman, a brawl, and a bloody death
The little township of Henderson was abuzz with speculation on the morning of October 14, 1902.
Its occupants awoke to the news that a man's body had been found lying in a pool of blood, alone in a paddock.
Police soon established the identity of the deceased.
He was Jeremiah Driscoll – a 35-year-old gumdigger who'd lived at Don Buck's camp, a short distance from where he gasped his last breath.
The camp was notorious as a den of iniquity and was home to numerous exconvicts employed by its owner Francisco Rodrigues “Don Buck” Figueira. Many had arrived there straight from Mt Eden prison after being given free passage out west and the promise of work and accomodation.
Driscoll was typical – a drifter who'd spent much of his adult life in and out of trouble – no stranger to jail or violence.
The full extent of his criminal past is unclear but records show a Jeremiah Driscoll up before the courts numerous times over a 20-year period charged with vagrancy, larceny, robbery, assault and drunkeness in Auckland, Wellington and Christchurch.
It is no surprise to learn that he appeared in court on the day before his death fully expecting to receive a short custodial sentence on a charge of bad language.
So he was in doubt in high spirits when the magistrate dismissed the case and let him walk free.
Driscoll headed back west to share the news with friends, including Alice Hartley – a woman he'd been living with for a number of months.
Alice was not expecting to see him so soon and had already switched her romantic attentions to a man named John Baxter.
Both were in a hotel at 10pm on the evening of Driscoll's return when Alice made her new arrange- ments known. Driscoll was outraged and threatened both parties with violence. Baxter responded by throwing him out of the pub.
Witnesses told police about the altercation after Driscoll's corpse was located a few hours later and Baxter soon found himself in court facing a charge of murder.
He said Driscoll had made good on his earlier threats by attacking him with an axe later in the evening.
Baxter said he'd punched Driscoll directly in the face – a powerful blow that dropped his assailant and ultimately resulted in death.
The jury had its doubts over the accussed's version of events and spent five hours deliberating over his fate.
But no one could agree on a verdict and a second trial was held a few weeks later.
The new jurors took just five minutes to find Baxter not guilty of a lesser charge of manslaughter charge saying he'd used reasonable force to protect himself from harm.
Baxter was let loose and the case was laid to rest.
Driscoll was buried at Waikumete Cemetery.
What about the other players in the story? An Alice Hartley of Henderson Valley appeared before the courts in 1915 aged 49 on charges of prostitution and breaking a prohibition order. The arresting police officers said she'd been seen “accosting” several men in Cook St and doing a “shocking good trade”.
www.stuff.co.nz/auckland/local-news/local-blogs/tales-fro...
Death After Hotel Drinking Session
An inquest on the body of Jeremiah Driscoll was held at Henderson yesterday. The accused, John Baxter was not in attendance.
William Mathieson, licensee of the Henderson Hotel, deposed that the deceased came into his bar on Monday after the arrival of the evening train. Among others in the bar at the time a woman named “Trixie” Hartley and three men.
The witness heard a smack, and looking around saw the woman put her hand up to her face and Driscoll run outside. Baxter and others followed him but returned to the bar again shortly with the deceased, who remained at the hotel until 9.45 then left about the same time as Baxter and others left for a house at Kennedy's camp.
Witnesses saw Baxter the following morning after Driscoll's body had been found. He told witness that when they went to Kennedy's, “Trixie” and Driscoll started to wrangle and he (Baxter) to Driscoll that he wasn't wanted and that he ought to “get” out. At that, deceased rushed away, picked up an axe and using bad language threatened to “do for” Baxter, and came for him. Baxter then “hauled off” and knocked Driscoll down and walked inside the house. When deceased left the hotel he was quite sober.
Alice Hartley, a single woman, deposed to having lived with deceased for the past two years. She corroborated the evidence of the previous witness as to the disturbance in the hotel. When they got to Kennedy's deceased asked her to leave and go to their home at Buck's camp but she refused to go and deceased attempted to strike her.
Baxter interferred, saying “The girl is welcome here, but you are not”. He then caught Driscoll by the shoulders and put him out on to the verandah. Witness heard deceased say “I have an axe here and I will kill you”.
When Driscoll picked up the axe Baxter hit deceased over the left eye and knocked him down, Driscoll then got up and went away on the road.
Constable Gordon gave evidence as to seeing the body of deceased lying on raised ground between the roadway and the fence in Smythe's paddock about 75 yards from Kennedy's house.
The jury returned a verdict to the effect that death was due to the blow delivered by John Baxter. The foreman stated that in arriving at this verdict the jury did not consider that murder was premeditated.
Source: from the files of the New Zealand Herald, 100 years ago. 14/10/2002
SAD BURNING ACCIDENT
AN OLD LADY IN FLAMES
Mrs. Driscoll, an old lady 63 years of age, residing in Yelverton Terrace off Grey-street, was the victim of a burning accident last night of so serious a nature that she now lies in in a critical condition. A little before ten o'clock Mr. T. P. Tester, a neighbour was startled by hearing screams from Mr. John Driscoll's house, and hurrying across, he burst open the door and discovered Mrs. Driscoll enveloped in flames. He immediately threw a sack round her, and with the assistance of several other neighbours, who had been attracted by the cries of the unfortunate lady, the flames were quickly extinguished. Dr. King was sent for and was quickly on the spot, but the extent of the burns, reaching from the waist upward, induced him to order her immediate removal to the hospital.
It is surmised that Mrs. Driscoll who is partly paralysed and very feeble, got out of bed for something, and that in the act of lighting the candle her flannelette nightdress came into contact with the flame. Mr. Tester suffered considerably from burns himself, his hands being badly scorched and his face singed, his clothing also catching fire. Mr Driscoll was asleep at the time, and is unable to say anything further about the occurrence than the fact that he awoke to find Mr. Tester in the act of bursting into the room to his wife's assistance. Upon inquiry at the hospital to-day it was ascertained that Mrs. Driscoll's condition is so serious as the result of the burns and shock that little hope is held out of her recovery.
paperspast.natlib.govt.nz/newspapers/AS19051025.2.29
The coroner (Mr. T. Gresham) held an inquest at the hospital yesterday into the cause of the death of Mary Driscoll married woman, who died in that institution on Wednesday evening, from burns received at her residence, Yelverton Terrace, off Cook-street, on Tuesday last. John Driscoll, husband of the deceased gave evidence that Mrs. Driscoll was 63 years of age, and very feeble. On Tuesday evening deceased was in bed, and he was asleep in the same room. He was suddenly awakened by Mr. Tester breaking into the room. He then saw his wife enveloped in flames, and the shock caused him to faint. Dr. King deposed that he was sent for on Tuesday night last. He saw the deceased sitting in a chair in front of a fire, very badly burnt. He ordered her removal to the hospital. Isabelle Garity a young woman, stated that on the evening in question she saw deceased at about nine o'clock. In the room an oil-lamp was burning, and embers were in the fireplace. Shortly after she left the house she heard screams, and saw flames in the room occupied by Mrs. Driscoll. A young man named Rockley burst in the door and threw a sack over Mrs. Driscoll. The lamp was still burning when she returned. The deceased had on a flannetette nightdress. Thomas Tester stated that on Tuesday night he heard cries for help, and on going out saw Mrs. Driscoll in flames which he and others extinguished. Charles Rockley also gave evidence. Dr. Herbert Goldstein, acting-resident surgeon at the hospital, stated that Mrs. Driscoll died from collapse due to injuries from burns. The jury returned a verdict of accidental death.
paperspast.natlib.govt.nz/newspapers/NZH19051028.2.19
SUDDEN DEATHS.
Edward Driscoll, a married man, about 34 years of age, living in Grey-street, died suddenly this morning. He had been drinking very heavily for the last eighteen months. Dr. Owen who attended with the police, refused to give a certificate, and the facts have been reported to the coroner.
paperspast.natlib.govt.nz/newspapers/AS19080309.2.9
An inquest was held yesterday, before the City Coroner (Mr. T. Gresham), at the Carpenters' Arms Hotel, on the body of a man named Edward Driscoll, who died suddenly at his residence in Grey-street the previous day. Dr. Owen, who made a post-mortem examination of the body, said that death was due to a diseased state of the heart and lungs. The jury returned a verdict accordingly.
paperspast.natlib.govt.nz/newspapers/NZH19080311.2.37
Plot 30: Jeremiah Driscoll (35) 13/10/1902 – Gumdigger – Brawling – unmarked
Edward O. Driscoll (34) 9/3/1908 – Labourer
Plot 32: Mary Driscoll (63) 25/10/1905 – Fire victim
John Driscoll (74) 9/2/1908 – Labourer – at Auckland Hospital
DRISCOLL.—On 13th October, Jerry, the dearly beloved son of John and Mary Driscoll; aged 35 years. R.I.P.
paperspast.natlib.govt.nz/newspapers/AS19021030.2.98
DRISCOLL. — On October 25th, 1905, at the Auckland Hospital, Mary, the dearly beloved wife of John Driscoll, aged 63 years. R.I.P.
The funeral will leave the residence of her son in law (Mr Seager), Upper Queen st., (Saturday), at 2 p.m., for Waikumete Cemetery.
paperspast.natlib.govt.nz/newspapers/AS19051027.2.72
DRISCOLL. —On February 9th, 1908, at the Auckland Hospital, John Driscoll; aged 74 years.—R.l.P. The funeral will leave the hospital for Waiknmete Cemetery to-morrow (Tuesday), February llth, at 10 a.m. Friends please accept this intimation.
The Province’s new housing plan will speed up delivery of new homes, increase the supply of middle-income housing, fight speculation and help those who need it the most. Learn more: news.gov.bc.ca/28486
08/10/2012. Campaigners from the World Development Movement protest outside Conservative Party Conference in Birmingham, calling on George Osborne to support regulation to stop bankers betting on food prices. Food speculation has been blamed for exacerbating recent spikes in food prices.
08/10/2012. Campaigners from the World Development Movement protest outside Conservative Party Conference in Birmingham, calling on George Osborne to support regulation to stop bankers betting on food prices. Food speculation has been blamed for exacerbating recent spikes in food prices.
08/10/2012. Campaigners from the World Development Movement protest outside Conservative Party Conference in Birmingham, calling on George Osborne to support regulation to stop bankers betting on food prices. Food speculation has been blamed for exacerbating recent spikes in food prices.
Upper West Side, Manhattan, New York City, New York, United States
The 107-109 Riverside Drive House, originally designed by well-known architect and developer Clarence F. True, was built on speculation in 1898- 99 as one house of a picturesque group of six houses on the southeast corner of Riverside Drive and West 83rd Street. Today the 107-109 Riverside Drive House is architecturally significant and as one of the five extant houses in this group represents the first period of development on Riverside Drive. True designed several hundred houses, primarily in groups, on the Upper West Side in the years between 1890 and 1901, and was largely responsible for promoting the development and establishing the character of lower Riverside Drive. The houses in the group at Riverside and West 83rd Street were designed in True's signature "Elizabethan Revival" style based on French and English Renaissance prototypes and built by True's development firm, the Riverside Building Company; they are the northernmost of True's designs built along the Drive. The trapezoid-shaped 107-109 Riverside Drive House is prominently located on the corner and has wide facades of over forty feet; its design is characterized by such picturesque elements as contrasting orange Roman ironspot brick and Ihnestone facing, an elaborate entrance with a low stoop, round-arched and rectangular windows, keyed surrounds, decorative ironwork, prominent chimneys, crenellation, and a tile roof. This house was originally designed with a three-quarter-round comer tower and projecting three-sided bays on both sides, but these features facing Riverside Drive (along with those of the adjacent houses) became the focus of an interesting legal controversy several years after construction. As the result of a lawsuit brought by an adjacent property owner, the court ruled in 1903 that no one had the authority to place permanent encroachments onto public thoroughfares, and the owners of the houses in the True group facing onto Riverside Drive were thus ordered to remove the projections. In 1911 the facades were removed and rebuilt to follow the diagonal of the Riverside Drive property lines. No. 107-109 (owned by Charles Austin Bates, a successful businessman) was partially rebuilt with the original materials by the firm of Tracy, Swartwout & Litchfield; the West 83rd Street facade apparently was not subject to the lawsuit as it does not face the Drive and remains unaltered. As seen today, although the 107-109 Riverside Drive House reflects the work of two architectural firms, it basically remains a successfully modified version of the original picturesque Elizabethan Revival design.
The Development of Riverside Drive
The Upper West Side, known as Bloomingdale prior to its urbanization, remained largely undeveloped until the 1880s. In the early eighteenth century, Bloomingdale Road (later renamed the Boulevard and finally Broadway in 1898) was opened through rural Bloomingdale and provided the northern route out of the city which was then concentrated at the southern tip of Manhattan. The Upper West Side was included in the Randel Survey of 1811 (known as the Commissioners' Map) which established a uniform grid of avenues and cross streets in Manhattan as far north as 155th Street, although years elapsed before streets on the Upper West Side were actually laid out, some as late as the 1870s and 1880s, and the land was subdivided into building lots. Improved public transportation to the area contributed to the growth and sustained development of the Upper West Side, particularly the completion in 1879 of the Elevated Railway on Ninth Avenue (renamed Columbus Avenue in 1890).
The biggest boost to the development of the West End (the area west of Broadway), however, was the creation of Riverside Drive and Park (a designated New York City Scenic Landmark). The presence of the Park and Drive was an important factor in making this area desirable for high-quality residential development. In 1865 the first proposal for converting the land on the Upper West Side along the eastern shore of the Hudson River into an ornamental park had been presented by Park Commissioner William R. Martin. The purchase of the park site and initial plans were approved in 1866. The drive, as proposed at this time, was to be a straight 100-foot wide road; however, this plan was impractical due to the existing topography. Hired by the Commissioners in 1873, Frederick law Olmsted (1822-1903), already distinguished by his collaboration with Calvert Vaux (1824-1895) in the successful design for Central Park, proposed an alternate scheme. Olmsted's design for Riverside Park and Drive took into consideration the pre-existing topography, landscape possibilities, and views, resulting in a park and drive that would be amenable for horses and pleasure driving, would provide shaded walks for pedestrians, and would also allow easy access to and scenic vistas from the real estate bordering it on the east. Olmsted's plan was adopted by the Commissioners but the park was not executed under his supervision, due to his departure from New York City; it was actually developed between 1875 and 1900 by other designers including Vaux, Samuel Parsons, and Julius Munckwitz, who did not adhere to Olmsted's original scheme in its entirety. By the fall of 1879, work was completed between 72nd and 85th Streets, and Riverside Avenue (as it was called until 1908) was opened to the public in 1880.
The Drive, from West 72nd Street to approximately 129th Street, where it is effectively terminated by the viaduct and the Manhattanville fault, has a particularly strong character derived from its curves that break with the regular street grid and its location overlooking the park and the Hudson River. Riverside Park and Drive fulfilled the Park Commissioners' plans for promoting the development of the area west of Broadway. The numerous and exceptional advantages of the location, namely, its situation on a plateau, its "advantages of pure air and beautiful surroundings, glimpses of New Jersey hills . . . [and] the nearness of parks," assisted in making the area along Riverside Drive prime real estate, deserving of the highest character of residential development.
Development of the West End began slowly due to speculation, the hesitation of developers, and to the relative inconvenience of transportation compared to the area east of Broadway. By 1885, however, the whole Upper West Side had emerged as the area in the city experiencing the most intense real estate speculation. The expectation that the blocks along Riverside Drive and West End Avenue would be lined with mansions kept the value of these lots, as well as adjacent land, consistently higher and developers were willing to wait to realize profits from the potentially valuable sites.
The initial development along Riverside Drive mostly took the form of single-family town houses and rowhouses, although some freestanding mansions were built there. luxury apartment buildings, as they gained in popularity toward the turn of the century, also appeared. Most of the single-family residences on the Upper West Side were speculatively-built rowhouses; along West End Avenue and Riverside Drive the houses tended to be larger and more elegant than those on the side streets. Architect-developer Clarence True, who characterized the Drive and its vicinity as "the most ideal home-site in the western hemisphere — the Acropolis of the world's second city," was largely responsible for the promotion of lower Riverside Drive as an attractive residential thoroughfare and his work there, like the group at 83rd Street, did much to establish the character of the area in the 1890s.
Clarence F. True and the Elizabethan Revival Style^
Clarence Fagan True (1860-1928) was a prolific and well-known architect (and later architect-developer) who designed, almost solely, rowhouses and town houses and practiced mainly on the Upper West Side of Manhattan during the years from 1890 to 1901. Born in Massachusetts, he came to New York City in 1880 and was trained in the office of Richard M. Upjohn beginning around 1881; he was listed in directories in 1884 and established his own firm in 1889. True received his commissions primarily from speculative builders and developers who were rapidly constructing houses throughout the Upper West Side. True is documented as having designed at least 270 houses on the Upper West Side, the majority located west of Broadway between 71st and 107th Streets. Diverse and eclectic in architectural style and massing, these houses contribute greatly to the architectural character of the Upper West Side. He also designed some twenty houses in Harlem, including several now located in the Hamilton Heights and Mount Morris Park Historic Districts. In 1893 he published a prospectus of his work, Designs of 141 Dwelling Houses, in which he stated his aim of creating distinctive well- designed houses, both in interior plan and exterior appearance, that would mark a shift away from the homogeneity of the standard New York City brownstone rowhouse. True's executed work demonstrated that he succeeded in his ambitions.
True was primarily an architect of rowhouse groups. In his houses of the early 1890s, True employed a variety of contemporary architectural styles, frequently mingling them in an eclectic fashion; these included the popular Romanesque and Renaissance Revival styles, as well as the Francois I and a style he called "Elizabethan Revival" which was based on French and English Renaissance prototypes. In 1894 True began to work in part as his own developer and later formed the Riverside Building Company. A second prospectus, [A True History of! Riverside Drive (1899), pictured many of the houses for the Riverside Building Company, including the group of six houses at 102 to 107-109 Riverside Drive and 332 West 83rd Street which were then under construction and completed later that same year. In this prospectus True promoted the development of lower Riverside Drive:
Mr. Clarence True, who had erected houses upon some of the lower lots, became so thoroughly impressed with the possibilities of the river front as a residence district that he secured all the available property south of 84th street, and by covering it with beautiful dwellings, insured a most promising future for the Drive.
The area along and adjacent to Riverside Drive, from 75th to 85th Streets, includes the densest concentration of extant houses designed by True; many of these are now included in the West End-Collegiate and Riverside Drive-West 80th-81st Streets Historic Districts. These houses along the Drive — including No. 107-109 and the other houses in the corner group at 83rd Street — are characteristic of most of True's mature work; all were designed in the architect's highly idiosyncratic and readily identifiable "Elizabethan Revival" style. True's rowhouses in this vein are typified by lively silhouettes, composed of such elements as steeply-pitched roofs that often have curved or stepped gables, chimneys, stepped end-walls, turrets, bowed fronts, projecting three-sided and square bays, and dormers. The facades, varied within the group, also display a variety of contrasting materials, including fine brick and stone, and such features as quoins, keyed surrounds, stylized cornices, crenellation, parapets, and decorative ironwork. True's interest in the use of varied colors of building materials is also evident in the group at Riverside and 83rd — the brick colors graduate in hue from house to house, from tan to light orange to orange to red.
True was one of the architects who greatly popularized the American basement plan for rowhouse design in New York City during these years. He received much favorable notice in the architectural press of the 1890s, which published a number of his designs. Real Estate Record & Guide (1893) stated that True "has earned quite a reputation for the novelty of the ideas he has carried out in a large number of houses built from his designs on the West Side in the last few years. The old method of high stoop construction has been abandoned ... the houses are entered almost on a level with the street." Architecture and Building (1893) noted: "The facades show great variety and taste, and the plans, many of them upon narrow lots, ingenuity and skill in arrangement." A History of Real Estate. Building, and Architecture in New York (1899) considered True "probably the best known New York architect designing almost entirely residential structures .... His work as exemplified by his houses is a credit both to himself and the city."
True also designed several apartment houses, hotels, and small commercial structures, as well as a church building in Harlem. Little is known about the end of his career, but it appears to coincide with the demise of rowhouse construction in New York City after the turn of the century. His last directory listing was in 1910, although Clarence True & Son received a listing in 1916-17. True died in Greensboro, North Carolina, in 1928, and was buried in Middle town, Connecticut.
Ackerman vs. True
An interesting controversy developed around the construction of the houses at 102 to 107-109 Riverside Drive which affected the design of their facades eleven years after completion. On July 28, 1898, Clarence True applied, by letter, to the Commissioner of Buildings, Thomas J. Brady, for a foundation permit for six, five-story houses. According to his accompanying plans, each of the six structures partly extended beyond the property line, due to the oblique angle of the Drive, by incorporating stoops, areaway walls, and projecting bays arid bowfronts. On August 8, Brady returned a permit to True granting him permission "to construct the foundation work provided for new buildings on E. S. Riverside Drive bet. 82 & 83 St. as per plans...." On August 16, True filed an application for the erection of these six new buildings (NB 730-1898), five fronting Riverside Drive and one fronting West 83rd Street. The Department of Buildings issued an objection to the application on September 15, stating that "projections beyond building lines are unlawful." True then obtained a letter from George C. Clauson, Commissioner of Parks, dated November 21, which granted consent "to the erection of projections on six proposed buildings" and exacted a fee based on the square footage of each projection. On November 28, True filed an amendment to the application which mentioned "consent from Park [sic] Department for projection beyond building lines is filed this date with
plans & etc " The structures were completed a year later in November
of 1899.
Building encroachments onto public property, a fairly common practice in New York City during the nineteenth century, became an increasingly debated topic at the turn of the century, as evidenced by the numerous lawsuits filed and by discussions in such periodicals as Real Estate Record & Guide. A lawsuit was brought against Clarence True, after the completion of the houses at Riverside Drive and West 83rd Street, by the adjacent property owner, Charlotte Y. Ackerman, who had purchased from True the lot to the south of the group. Ackerman's case argued that the projecting bays, bowfronts and stoops on the houses next to her property were illegal encroachments upon the public street which also diminished the value of her property through the obstruction of her view, light, and air. Ackerman won the case in 1903 on appeal to the New York State Court of Appeals, which reversed the Appellate Division of the Supreme Court's finding in favor of True. The court ruled that New York City's ownership of streets from property line to property line was "inalienable," that an encroachment was an "appropriation of the public street for private purposes," and that no individual or agency had the authority to permit encroachments onto public property. Thus the owners of the five houses in the group facing Riverside Drive had to remove the projections on their buildings.
In 1911 the main facades of these houses were completely removed and rebuilt to follow the diagonal of the Riverside Drive property lines. No. 103 and No. 104, both altered by the architectural firm of Clinton & Russell, and No. 107-109, altered by Tracy, Swartwout & Litchfield, were rebuilt using the original materials and retaining many architectural elements; No. 105 received a new facade designed by Bosworth & Holden. No. 332 West 83rd Street and the West 83rd Street facade of No. 107-109 remained unaltered as they do not face onto the Drive and were thus apparently not subject to the lawsuit. The sixth house at 102 Riverside Drive, to the south of the existing group, was later demolished for a corner apartment building, built in 1932.
The 107-109 Riverside Drive House
The 107-109 Riverside Drive House was purchased from Clarence True's development firm in 1901 by Charles Austin Bates, a successful businessman, and his wife, the former Belle Brandenburg. Bates began his New York career in advertising in 1893, and established the Bates Advertising Co. in 1903. Later he turned to finance, forming the Knickerbocker Syndicate and the Fidelity Bond & Mortgage Co. (1909). The Colorado-Yule Marfcle Co. (1905), which quarried, cut, and finished "the largest and most reliable deposit of high-grade white marble known to exist in the world," was an important venture financed by Bates. In 1908 he also organized and became president of the Rutherford Rubber Co.
An application for alterations to No. 107-109 was filed in December of 1910 (Alt. 2798-1910) and the changes were carried out by the architectural firm of Tracy, Swartwout & Litchfield in 1911. Tracy & Swartwout was formed in 1900 by Evarts Tracy (1869-1922) and Egerton Swartwout (1871-1943), both alumni of Yale and former draftsmen in the office of McKim, Mead & White. From 1904 to c. 1911 they were joined by James Reily Gordon, and the firm achieved prominence with a number of public buildings across the United States, including the U.S. Post Office-Courthouse, Denver (1908-14), and Missouri Capitol, Jefferson City (1912-15). From about 1909 to 1912 the firm was known as Tracy, Swartwout & Litchfield, with the inclusion of Electus Darwin Litchfield (1872-1952). Litchfield, a graduate of the Stevens Institute of Technology, had worked in the offices of Carrere & Hastings and Lord & Hewlett. After leaving this firm, he formed his own and also became involved in town planning and housing issues, notably Yorkship Village, near Camden, N.J., a community created by the Emergency Fleet Corp. during World War I. The Tracy & Swartwout partnership ended with Tracy's death, though Swartwout continued to practice until 1941.
No. 107-109 was owned from 1921 to 1931 by Roraualdo Sapio, an Italian conductor, opera coach, and accompanist who worked with a number of leading opera singers. The house was converted to a multiple dwelling in 1937.
No. 107-109 is prominently located on the corner, on a trapezoid-shaped lot, with wide facades of approximately forty-two feet. The original design, executed in orange Roman ironspot brick and limestone trim, featured a five-story three-quarter-round corner tower and projecting three-sided bays on each side capped by a steeply-pitched tile roof. The Riverside Drive facade was dismantled in 1911, removing part of the tower and one projecting bay, and was skillfully rebuilt using the original materials as a flat wall following the diagonal of the property line. The picturesque, unaltered West 83rd Street facade, geometrically complex, is designed with an asymmetrically-placed three-and-a-half-story projecting stone three-sided bay on the eastern half, which abuts the remaining half-round portion of the corner tower.
The ground-story entrance, located at the intersection, is an elaborate stone frontispiece embellished with carved stonework, colonnettes, niches, and a recessed and molded round-arched doorway with wrought-iron and glass doors. To the east in the bay is a service entrance surmounted by a pointed-arch transom with a wrought-iron grille. The door is a replacement. The areaway has stone entrance posts and a wrought-iron fence with a gate. The majority of the windows are rectangular, ornamented by keyed surrounds with drip molds, and have one-over-one double-hung wood sash, with the exception of the small square upper windows of the bay and the ground-story corner window, which is round-arched and has a molded surround, leaded glass, and decorative wrought ironwork (an elaborate tympanum and a bowed grille). The diagonally-placed windows of the bay also have leaded glass. The second-story corner window is fronted by a wrought-iron railing. The facade is capped by a crenellated parapet, the tower also with banding; the red tile roof has a hipped dormer above the bay and a dormer (still at its original angle to the street) above the tower. The Riverside Drive facade continues the decorative scheme of the rest of the building; the northern bay is the flattened section of the tower and two bays of windows exist at the south where there was formerly a projecting bay. The ground story has a wide stone watertable. Ground-story windows are round-arched while the rest are rectangular, and all have surrounds similar to (and the ground and second stories have wrought ironwork similar to) those on the other facade. The roof (at its original angle to the street) has three prominent banded chimneys, the northern two forming an end-wall, a hipped dormer parallel to the facade (added or rebuilt in 1911), and a small round portion of the upper tower remaining at the south end.
The 107-109 Riverside Drive House, incorporating the work of two architectural firms in the house of 1898-99 and its alteration of 1910-11, remains a success fully modified version of the original picturesque Elizabethan Revival design.
This is speculation from a message board that this caboose is Pittsburgh & Shawmut (P&S) 191
Gutted and repainted to become a B&B
Dr Doolittle's Roadside Café & Creamery
GPS coordinates... 41.135693, -78.778693
On 4th September 2013, EU negotiators met to agree new rules on food speculation. On the morning of this crucial meeting, WDM campaigners joined up with other European campaigners (Friends of the Earth Europe, Oxfam Germany, SOS-Faim, CNCD, Fairfin) to perform a comedic street theatre production to call on decision makers to remove loopholes in legislative proposals. The key members of the European parliament came to hear our demands and were presented with some of the barrier tape to remind them of the 35k people who have signed up to call for an end to bankers betting on hunger.
Upper West Side, Manhattan, New York City, New York, United States
The Eldorado, extending along the entire blockfront of Central Park West between 90th and 91st Streets, is the northernmost of the four twin-towered apartment houses that give Central Park West its distinctive skyline silhouette. The Eldorado was designed in 1929 by the architectural firm of Margon & Holder with the renowned early 20th-century New York City architect Emery Roth as consultant. These architects created one of the finest and most dramatically massed Art Deco style residential buildings in New York City.
The Eldorado is one of the most distinguished buildings erected as part of the early 20th-century redevelopment of Central Park West. Central Park West, a continuation of Eighth Avenue, runs along the western edge of Central Park. Development along this prime avenue occurred very slowly, lagging substantially behind the general development of the Upper West Side. When Frederick Law Olmsted laid out Central Park he saw that the presence of the park would raise the value of land immediately adjacent to it.
Olmsted expected these areas to develop as prime residential streets. Land speculation did indeed occur on Central Park West. However, the west side of the park never attracted the extremely wealthy people who could afford the inflated prices of land bordering on the park.
Thus, while the side streets of the Upper West Side were built up with rows of speculative houses, Central Park West remained largely undeveloped. A survey of Central Park West published in February 1893 shows that of the three blocks between 60th and 96th Streets nineteen were either totally vacant or contained old shanties and frame houses. Other blocks were partially vacant.
The earliest residential improvement on Central Park West, and one of its great architectural monuments, was the Dakota, a designated New York City Landmark, at 72nd Street. Built in 1880-84, this eight-story building established Central Park West's character as a street of multiple dwellings. In 1890, by which time the Dakota had been joined by two apartment hotels, the St. Remo on 75th Street and the Beresford on 81st Street, as well as several flat houses, real estate broker F.R. Houghton noted that:
Central Park West seems to have only one future— it is destined to become an avenue of grand apartment houses and hotels. Everything tends that way. It is too public a thoroughfare to become a private residential avenue.
However, it wasn't until several years later that Central Park West experienced the construction boom that Houghton had predicted.
The first concentrated building boom on Central Park West occurred at the turn of the century when a significant number of elegant residential and institutional buildings were erected south of 96th Street. These include some of the finest apartment houses in New York, such as the Prasada at 65th Street, the Langham at 73rd Street, the Kenilworth at 75th Street, and the St. Urban at 89th Street, as well as such institutional structures as the Ethical Culture Society School and Meeting House at 63rd and 64th Streets, Holy Trinity Evangelical Lutheran Church at 65th Street, the Second Church of Christ, Scientist at 68th Street, the Congregation Shearith Israel Synagogue at 70th Street, the Universalist Church of the Divine Paternity at 76th Street, and the Progress Club at 88th Street.
The presence of these fine apartment buildings and institutions on Central Park West reflects the coming of age of the Upper West Side. The Upper West Side had developed in the final decades of the 19th century as an enclave of upper middle-class life. Affluent middle-class families were attracted to the area by the quality of its housing, the presence of Riverside Park and Central Park, and by the accessibility of the neighborhood.
As the Upper West Side became more and more desirable, developers began to build on the more expensive sites bordering the parks, and Central Park West began to be transformed into an elegant avenue of tall buildings that contrasted dramatically in scale to low rise residential Fifth Avenue.
During World War I construction on Central Park West slowed, but between 1920 and 1931 the area was transformed as the vacant sites were filled and many of the early apartment hotels and flats were replaced by new apartment houses. This final phase of Central Park West's development culminated in 1929-31 with the construction of the four twin-towered buildings that give Central Park West its characteristic skyline.
The distinctive form of the Century at 62nd-63rd Streets, the Majestic at 71st-72nd Streets, the San Remo at 74th-75th Streets and the Eldorado at 90th-91st Streets has come to symbolize the high quality of residential design on New York's Upper West Side.
The Eldorado Apartments is not the first building of that name at this location. The present building replaces the Eldorado flats which consisted of two eight-story structures designed in 1901 by Neville & Bagge, "which for more than a generation have been among the best of the fine houses on Central Park West."
In addition to the old Eldorado, the new apartment building replaced five row houses on West 90th Street and three tenements and a row house on West 91st Street. This site was assembled in 1929 and sold to realtor Frederick Brown who retained ownership for several weeks before transferring the property to the Elkay Building Corporation, Louis Kloak, president. The architects commissioned to design the new Eldorado were the firm of Margon & Holder.
Irving Margon and Adolph M. Holder are architects about whom little is known. One of the few buildings known to have been designed by Margon is an Art Deco apartment house at 2805 Grand Concourse in the Bronx.
Although Margon & Holder were the chief architects for the new building, they do not appear to have had the experience to design such a large structure. Emery Roth, one of the most talented residential architects in New York during the early decades of this century was hired as a consultant.
Among Roth's finest apartment buildings are three important Upper West Side structures designed just prior to the Eldorado—the Oliver Cromwell at 12 West 72nd Street, the San Remo at 145 Central Park West, and the Beresford at 211 Central Park West. It was undoubtedly Roth's experience with designing these large-scale residential buildings that prompted the builders of the Eldorado to hire him as a consultant. It is believed that Roth was responsible for the massing and plan of the building and that Margon & Holder designed the facade.
The form of the Eldorado, with its massive base and twin towers set at the Central Park West corners, closely resembles the massing of the San Remo on which Roth was working at the time he received the Eldorado commission. In addition, the apartment layouts of the two buildings are similar. The twin towered form of the San Remo and Eldorado resulted from the multiple dwelling law passed by the New York State Legislature in 1929.
This law mandated an increase in yard and court area, but allowed residential buildings to rise higher than before, legalizing setbacks and towers in this building type for the first time. The bill limited the height of street walls to times the width of the street, but, on plots of over 25,000 square feet, allowed towers that could rise up to three times the width of the street. The San Remo and Eldorado were the first two buildings on Central Park West to be affected by this new law.
The few drawings that Roth produced for the Eldorado have classical details, creating a design that resembles the style of the San Remo. They do not exhibit the Art Deco forms of the building as constructed. Art Deco style ornament appeared on apartment buildings as early as 1928 on Raymond Hood's 3 East 84th Street and on Horace Ginsberg and Marvin Fine's Park Plaza in the Bronx.
Margon & Holder were probably aware of the Art Deco forms in use on those apartment houses and they adapted these forms for their Central Park West building. Among the finest Art Deco motifs on the Eldorado is the tripartite Central Park West entrance. The three entrance portals take on the faceted crystalline form that Rosemarie Bletter has traced to German Expressionist architecture.
Above these bronze entrance surrounds are bronze panels with the clashing angular geometric forms and soft curving foliate forms that give the finest Art Deco ornamentation its special tension. The best known Art Deco features of the Eldorado are the futuristic rocket-like pinnacles which crown each tower.
Other notable Art Deco motifs include an angular frieze that runs above the third floor, stylized brick spandrel panels below many of the windows, and angular balconies with zigzag panels.
Unfortunately, construction of the Eldorado coincided with the stock market crash of 1929. The crash led to the collapse of the real estate market; cooperatives failed, rental apartments remained vacant, and foreclosure actions were brought against many buildings.
Financial and labor troubles delayed the completion of the Eldorado, but on November 26, 1930, it was announced that the building was to be completed.
Although the Eldorado was finished, it experienced rental problems and the owners finally defaulted on loan payments.
On November 5, 1931, the building was auctioned. In more recent years, the Eldorado has attracted many people of note, particularly people associated with the arts. Among the Eldorado's residents have been Milton Avery, Martin Balsam, Richard Dreyfuss, Faye Dunaway, Carrie Fisher, Tuesday Weld, Pinchas Zuckerman, Richard Estes, Sybil Burton, Phil Donahue, Mario Thomas, Edie Adams, Ernie Kovaks, Groucho Marx, Roddy McDowell, and Marilyn Monroe.
Description
The Eldorado is a symmetrical building set on a three-story yellow cast stone base and faced with tan brick trimmed with light brown brick and yellow terra-cotta above. The building extends along the entire Central Park West frontage between West 90th Street and West 91st Street, 200 feet along West 90th Street, and 194 feet along West 91st Street. In the center of the ground floor of the Central Park West frontage is the main entrance consisting of three faceted portals with bronze frames. Above each entrance are a pair of highly ornamental plaques embossed with Art Deco style geometric and floral forms. In the spandrels between the faceted entry arches and the plaques are panels with birds. Separating each pair of panels, as well as the windows above, are stepped piers with geometric incising. Above these piers are projecting skeletal cast stone motifs. A frieze of Art Deco chevrons and arches crowns the cast stone base of the building.
On the ground floor, to each side of the entrance are windows and metal doors with Art Deco grilles and handrails, all of which belong to professional apartments.
On Central Park West, the windows of the main bulk of the building are massed in a symmetrical pattern of 2-3-2-3-2-6-2-3-2-3-2 All of the windows were originally metal-paned casements with thin metal mullions. Each original window is divided into two movable casements of eight panes, each with a single transom of six panes. The small window panes add a sense of texture to the facade and prevent the window openings from becoming voids in the design.
The first and third window groups from either end project slightly, while the other groups are separated by projecting piers. The second and fifth groups from either end are framed with light brown brick that gives a vertical thrust to the facade. This vertical thrust is strengthened by the use of raised brick bands below the windows and by the addition of tan brick piers between the windows of the second group from each corner.
The patterned brickwork, also appears in the central two bays at the thirteenth and fourteenth floors . Projecting from the two central thirteenth floor windows are three-sided stone balconies each supported by a single corbeled bracket and ornamented with a vertical chevron panel.
The five central window groups step back above the fourteenth and sixteenth floors to form balconies, while the three end groups on either side rise up two additional floors before setting back at the sixteenth floor and again at the seventeenth floor. All of the balconies have Art Deco railings. Patterned brickwork and pairs of terra-cotta balconies also appear on the fifteenth and sixteenth floors of the end sections and on the sixteenth floor of the central section.
The brown brick bays are ornamented at their summits by terra-cotta panels adorned with chevron, diaper, and other geometric patterns.
The towers rise free of the base for twelve stories. Each tower is six bays wide on Central Park West and faced with tan brick highlighted by brown brick panels at the four central windows. Terra-cotta balconies appear at the twenty-sixth floor and terra-cotta panels at the twenty-seventh and twenty-eighth floors.
The side elevations have similar detailing. There are corner penthouses at the twenty-ninth floor, as each tower steps back to the crowning pinnacle with its fin-like projections. It is these stepped pinnacles that give the Eldorado its distinctive silhouette and make the building immediately identifiable from as far away as Fifth Avenue.
On the side streets the Eldorado is seventeen stories tall with the three-story cast stone base continuing for the first seven bays before it drops down to a one-story base. Only near the Central Park West corners are there window bays articulated with the vertical brown brick bays used on the front elevation.
The side facades have penthouses with railings, the balconies and terra-cotta ornament described on the front, as well as professional office doors and secondary residential entrances with Art Deco carvings To the rear of the building are cast stone arches with Art Deco metal gates .
Alterations to the original design are limited to the replacement of some of the original multi-paned windows with plate glass windows. The most serious alteration has occurred on the eighteenth floor of the south tower where brickwork has been removed for the enlargement of several windows.
The Eldorado's futuristic crowning pinnacles, visible from up and down Central Park West and from as far east as Fifth Avenue, are true architectural landmarks. The Eldorado is the northernmost of the four twin-towered buildings that identify Central Park West as one of New York City's great residential boulevards and the building stands as one of the most important Art Deco apartment buildings in the city.
- From the 1985 NYCLPC Landmark Designation Report
The history of the Jemison Center, often strangely called "Old Bryce," seems to be mired in half-truths and speculation on the internet. The earliest information found dates back to when the land was a plantation, called Crab Orchard back in the 1820s, due to the many crab apple trees located on the property. It was owned by William Jemison, who then passed it down to his son, Robert Jemison Jr., a successful politician and businessman. The 4,000 acre tract in Northport was later known as Cherokee Place, where Robert would live until his new home was completed in Tuscaloosa in 1862. Jemison was a major advocate for the establishment of a hospital for the insane in Alabama, and is considered a major influence to select the area as the site for the first asylum in the state - the Alabama State Hospital for the Insane (Bryce Hospital).
By the 1920s the asylum had become severely overcrowded, and satellite institutions were created nearby to relieve the pressure, such as the Alabama Home for Mental Defectives (later known as Partlow State School). In 1939, the site of the Cherokee Plantation was purchased and transformed into the State Farm Colony for Negroes (the old Bryce Hospital grounds only housed white patients during the Jim Crow era). The former plantation house on the hill was razed and in its place the state of Alabama constructed the Jemison Institute, a three-story brick institution with detached heating plant for $161,000.
History seems to fade from there; it's assumed the Jemison Center operated as a state work farm, where able-bodied African American patients would work the fields to produce food for the hospital, as well as performing other kinds of labor (weaving, mending, etc). Desegregation orders from the government and changes in labor laws seemed to put an end to the Jemison Center; all farming operations at Bryce ceased in 1977. A mid-19th century structure was also erected on the property, called the S.D. Allen Intermediate Care Facility; it was used as a nursing home until it closed in 2003.
Info taken from - opacity.us/site245_jemison_center.htm
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
Gerald Corrigan, Chairman of Goldman Sachs Bank USA, started off by presenting what he called the "core principles" of debt management.
"If you had to undertake the operation you did with Greece again, would you do this?" Hans-Peter Martin, a German independent MEP asked. "Goldman Sachs would probably do it again. But in a different way", Mr Corrigan replied.
British Member Kay Swinburne asked on whose doorstep did the responsibility lie for the use of the financial products that were used. "Is it with the buyer or the seller?" In his reply Corrigan said that both are to be considered responsible.
Swedish Liberal Olle Schmidt quizzed Mr Corrigan on his view on speculation. He replied that speculation was a good thing. “Without speculation it would be difficult to see how the financial system would work. People have to take risks. But there is currently bad speculation. When you see it you know it.
Read more: www.europarl.europa.eu/news/public/story_page/042-72405-0...
©European Parliament/Pietro Naj-Oleari
The history of the Jemison Center, often strangely called "Old Bryce," seems to be mired in half-truths and speculation on the internet. The earliest information found dates back to when the land was a plantation, called Crab Orchard back in the 1820s, due to the many crab apple trees located on the property. It was owned by William Jemison, who then passed it down to his son, Robert Jemison Jr., a successful politician and businessman. The 4,000 acre tract in Northport was later known as Cherokee Place, where Robert would live until his new home was completed in Tuscaloosa in 1862. Jemison was a major advocate for the establishment of a hospital for the insane in Alabama, and is considered a major influence to select the area as the site for the first asylum in the state - the Alabama State Hospital for the Insane (Bryce Hospital).
By the 1920s the asylum had become severely overcrowded, and satellite institutions were created nearby to relieve the pressure, such as the Alabama Home for Mental Defectives (later known as Partlow State School). In 1939, the site of the Cherokee Plantation was purchased and transformed into the State Farm Colony for Negroes (the old Bryce Hospital grounds only housed white patients during the Jim Crow era). The former plantation house on the hill was razed and in its place the state of Alabama constructed the Jemison Institute, a three-story brick institution with detached heating plant for $161,000.
History seems to fade from there; it's assumed the Jemison Center operated as a state work farm, where able-bodied African American patients would work the fields to produce food for the hospital, as well as performing other kinds of labor (weaving, mending, etc). Desegregation orders from the government and changes in labor laws seemed to put an end to the Jemison Center; all farming operations at Bryce ceased in 1977. A mid-19th century structure was also erected on the property, called the S.D. Allen Intermediate Care Facility; it was used as a nursing home until it closed in 2003.
Info taken from - opacity.us/site245_jemison_center.htm
Jennifer Aniston marries Justin Theroux (how to livesensical.com?) in secret wedding After much speculation about their long awaited wedding date, Hollywood stars Jennifer Aniston and Justin Theroux managed to pull off the ultimate secret wedding at their Bel Air home on Wednesday (August 5). According to reports, the ‘Friends’ star married Justin Theroux in an intimate gathering with about 70 guests including co-star Lisa Kudrow, Sia, Emily Blunt, Chelsea Handler and Ellen DeGeneres among others.
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In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
RANGERS is giving much space for speculations:
1) Fan of the New York Rangers (Ice Hockey)?
2) Fan of the Glasgow Rangers (Football/Soccer)?
3) Fan of the Texas Rangers (Baseball)?
4) Ex U.S. Army Ranger?
5) etc
If the driver/owner might ever see this photo I'd appreciate a comment. :)
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
In 2011 the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22nd 2013, the Virginia Museum of Transportation announced that they were forming a committee to conduct a feasibility study with the goal of returning the 611 to active service. The committee is known as "Fire Up 611."[4]
On 23 May 2015, #611 sits on the turntable at the North Carolina Transportation Museum, between back-and-forth runs around the facility.
Norfolk and Western class Y6a #2156, class J #611, and class A #1218 on display at the "Big Three" celebration at the Virginia Museum of Transportation in Roanoke, VA, on May 31, 2015.
On June 28th, 2013, the "Fire Up 611" committee announced that 611 would be restored to operating condition in time for Norfolk Southern's 2014 steam excursion season, if $5 million was raised by October 31st, 2013 .[5] If the money was raised, 611 would be restored at the North Carolina Transportation Museum roundhouse in Spencer, NC. The sum of $5 million was sought, comprising: $1 million for locomotive restoration, $2 million for a dedicated maintenance shop in Roanoke, and the balance for an endowment and other items. Restoration requirements included repairs of the engine truck, the preparation of a tool car and an auxiliary water tender, application of new safety appliances such as in-cab signals and an event recorder, installation of new flues, boiler work, hydro and fire testing, test runs and inspection and repairs of the tender, running gears and air brakes. However, the hoped for amount was not reached, and the locomotive was to remain at the Virginia Museum of Transportation until the $3.5 million goal was reached.
On November 22nd, 2013, Norfolk Southern announced that they were donating $1.5 million of the proceeds from an auction of a Mark Rothko painting to the Fire Up 611! campaign.[6] In February of 2014, several key appointments were made by the Fire Up 611 committee to the locomotive's mechanical team, and the following month, a formal agreement was made with the North Carolina Transportation Museum for restoration. On April 1st, 2014, it was announced that after raising $2.3 million, the locomotive would move to North Carolina on May 24th, 2014. 611 arrived in Spencer on May 25th and took part in the Streamliners at Spencer event the following weekend. Restoration work on the 611 began on June 2nd, 2014. Restoration was done with the help of volunteers, including several from the Age of Steam Roundhouse. Due to the generally good condition of the locomotive, restoration was complete within a year.
On March 31st, 2015, 611 was fired up for the first time in over 20 years for a test fire, and on May 9th, it ran under its own power as part of the first round of post-restoration testing and it was also the day when N&W 2-8-8-2 Y6a 2156 left the St. Louis Museum of Transportation[7] for Roanoke to welcome back the 611.[8] On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, N.C., pulling the "Powhatan Arrow" passenger cars. On May 30, 2015, 611 pulled its first excursion from Spencer, North Carolina to Roanoke, Virginia.[9]
The locomotive is scheduled to run several excursions during the summer of 2015.[10]
The first set of these excursions (3 trips) operated by the Virginia Museum of Transportation, Fire Up 611, and in coordination with Norfolk Southern, was hosted on the former Southern Railway B-Line (East/West) from Manassas, Virginia B0.0 to Riverton Junction B50.9 (Front Royal, Virginia) on June 6th and 7th, 2015. This included a climb up the Linden grade, a grade over 1% for more than 3 miles in either direction.
The second set of excursion (2 trips) are scheduled for June 13th and 14th, 2015 from Lynchburg, Virginia to Petersburg, Virginia. This is a 260 mile round-trip on the former Norfolk & Western main line historically served by the Class J locomotive.
The third set of excursions and last announced for 2015 are scheduled for July 3rd through 5th. This event includes 3 morning trips from Roanoke, Virginia to Lynchburg, Virginia over the historic Norfolk and Western Blue Ridge grade. Also offered are 3 afternoon trips from Roanoke, Virginia to Radford, Virginia which will traverse both the Montgomery tunnel and the Christiansburg grade. Both follow former Norfolk and Western mainlines that were historically served by the Class J locomotives
But how this speculation could be confirmed? It’s simple. Look at the pictures of Catherine Bell plastic surgery before and after which depict the clear difference of the appearance of the star.
Upper West Side, Manhattan, New York City, New York, United States
Summary
The West Park Presbyterian Church is considered to be one of the best examples of a Romanesque Revival style religious structure in New York City. The extraordinarily deep color of its red sandstone cladding and the church’s bold forms with broad, round-arched openings and a soaring tower at the corner of West 86th Street and Amsterdam Avenue produce a monumental and distinguished presence along those streets.
The Park Presbyterian Church was founded in 1852 as the 84th Street Presbyterian Church and formerly occupied a wood chapel on 84th Street and West End Avenue. The church purchased the site of the present church at Tenth Avenue and West 86th Street in 1882 and commissioned the prominent architect Leopold Eidlitz to design a small brick chapel on the eastern end of the site on 86th Street in 1883. It was completed in 1885. The Upper West Side’s population dramatically increased during the 1880s and the church quickly outgrew the chapel. In 1889, the congregation commissioned Henry Kilburn to design a large new church and to re-design Eidlitz’s façade, creating a unified Romanesque Revival-style church complex. Kilburn was the designer of many private residences in New York, including a number in the Upper West Side/Central Park West Historic District. The new Park Presbyterian Church was finished in 1890. The resulting building is a monumental structure which anchors an important intersection on the Upper West Side.
The West Park Presbyterian Church was formed in 1911 when the Park Presbyterian Church merged with the West Presbyterian Church, which was founded in 1829 in Greenwich Village and later moved to 42nd Street. Kilburn’s design remains intact, and building retains its visual prominence on the Upper West Side.
DESCRIPTION AND ANALYSIS
Development of the Upper West Side
Following the creation of Central Park beginning in 1858, the Upper West Side gradually became one of Manhattan’s most desirable residential neighborhoods. While the earliest row houses date from the 1870s, the first major decade of development occurred during the 1880s. Such real estate speculation was shaped by the introduction of rapid transit. Major improvements included the extension of the 8th Avenue car line along Central Park to West 84th Street in 1864, the paving and widening of the Boulevard (later renamed Broadway) in the late 1860s, and the construction of the elevated railway, which began service along 9th Avenue (renamed Columbus Avenue in 1890), with stations at 72nd, 81st, 93rd, and 104th Streets, in 1879. Alongside the railway, multiple dwellings were built, primarily five-story structures with ground-level stores. Called tenements and flats, most were leased to working-class and middle-class tenants. The side streets, to the east and west, were developed as single-family residences, mainly row houses, four and five-stories tall. Both types of buildings were designed in popular revival styles, chiefly neo-Grec and Romanesque Revival.
The significant exception to this pattern was Amsterdam Avenue (known as 10th Avenue until 1890) the neighborhood’s chief service corridor. Located between 9th Avenue and Broadway, it was an important transit route, served by a horse car line starting in 1878. Though tenements with street-level stores and an occasional hotel and storage warehouse were built on or close to the avenue, many structures were utilitarian, particularly a cluster of stables between 75th and 77th Streets. There were also a number of commercial, institutional, and religious buildings, such as the West Park Presbyterian Church, including Pubic School 87 (No. 369, demolished), New York Public Library (No. 444-446), Central Baptist Church (No. 651), Public School 93 (No.692, demolished), Holy Name R.C. Church (No. 740), East River Savings Bank (No. 743), St. Michael’s P.E. Church (No. 800), Home for Respectable Aged Indigent Females (No. 891), Public School 54 (No. 905, demolished), and the West End Presbyterian Church (No. 921-927).
West 86th Street, which is one of the wide east to west cross streets running from Central to Riverside Parks, developed as a comfortable residential address consisting of upscale row houses, flats building, and later, large apartment buildings, interspersed by an occasional commercial building or church, such as West Park.
The West Park Presbyterian Church
The Presbyterian faith, the roots of which are based on a modified form of Calvinism and a specific ecclesiastical hierarchy, was begun in Scotland in the eighteenth century. It was soon transplanted in New York with the establishment of its first congregation on Wall Street. Two other Presbyterian churches were established in New York by the late eighteenth century, one on Beekman Street known as the “Brick Church” and another in the open fields on present-day Rutgers Street. None of these early church buildings survive. Breakaway groups soon began to form their own congregations apart from the established collegiate form of worship, following factions which were being started in Scotland known as Covenanters and Seceders. In North America, these new branches became known as the Reformed Presbyterians, the Associate Presbyterians, and later the Associate Reformed Presbyterians. The number of people declaring themselves Presbyterians multiplied as did the number of buildings constructed to house the growing congregations. By 1871, the Presbyterians were the most numerous and active Protestant group in New York City, with more than ninety churches and mission chapels among the various branches.
The Park Presbyterian Church, the first Presbyterian congregation on the Upper West Side, was founded in 1852 as the 84th Street Presbyterian Church and in 1854 built a wood chapel, designed by architect and area resident Leopold Eidlitz, on 84th Street and West End Avenue. The church’s congregation, at first a mere fifteen members, struggled to grow until it hired Anson Phelps Atterbury (1855-1931) as its pastor in 1879. Atterbury was a member of the Phelps-Dodge mining family, and used his reputation to attract new members to the congregation, which also began to benefit from the increase in the population of the Upper West Side after the opening of the Columbus Avenue elevated railway at about the same time. By the early 1880s, the congregation had outgrown Eidlitz’s 84th Street chapel, and Atterbury began planning for the church’s imminent move to a new, larger brick building on Amsterdam Avenue and 86th Street. At first, a small brick chapel was built at the east end of the site in 1883. The church, which changed its name to Park Presbyterian Church in 1887, continued to grow rapidly under Atterbury’s leadership and constructed in 1889-90 the present larger sanctuary, designed by architect Henry Kilburn, incorporating Eidlitz’s earlier chapel, which was re-clad to match the new edifice.
The West Park Presbyterian Church was formed in 1911 when Park merged with the West Presbyterian Church, which was located in midtown at the time. The merged congregation made the Amsterdam Avenue church built by Park Presbyterian its home. West Presbyterian itself was founded in 1829 at 273 Bleecker Street in Greenwich Village as the North Presbyterian Church, and built a sanctuary, designed by Town & Davis, in 1831-32 on Carmine Street (now demolished). Within a few years it changed its name to West. In 1860, following the northward movement of Manhattan’s population, West was relocated to West 42nd Street and soon built a Victorian Gothic-style edifice at 31 West 42nd Street (also demolished) which was completed in 1865. West Presbyterian counted a number of distinguished citizens among its membership, including Russell Sage, Jay Gould, and Alfred H. Smith, and by 1890 had become known as the “millionaires’ gate to heaven.” By the early twentieth century, commercialization of its midtown location led to the displacement of the area’s residential population and the loss of many of West Presbyterian’s members, including the prominent men mentioned above after an internal dispute. As a consequence, the two churches began competing for members and decided to merge their memberships, forming the West Park Presbyterian Church.
The Architect
Henry Franklin Kilburn (1844-1905), who designed the 1889-90 expansion of West Park that included the modification of Eidlitz’s earlier chapel, was born and educated in Ashfield, Massachusetts, and first established an architectural practice in Northampton. In 1868, he moved his practice to New York, where he designed a number of churches in addition to West Park, including the West End Presbyterian Church (1891, Amsterdam Avenue and West 105th Street), the Mt. Moriah Baptist Church (1888, 2050 Fifth Avenue), and the St. James Episcopal Church Parish House in the Bronx (1891-92, 2500 Jerome Avenue, a designated New York City Landmark). Kilburn was also the architect of many private residences, factories, stables, and theaters in Manhattan, some of which are included in various historic districts, including the Durland Riding Academy building (1900-01, 8 West 67th Street, in the Upper West Side/Central Park West Historic District). Kilburn was a Fellow of the American Institute of Architects and a member of its New York Chapter and the Architectural League.
Design and Construction of the Church
In 1883, the 84th Street Presbyterian Church purchased five building lots at the northeast corner of West 86th Street and Amsterdam Avenue (then Tenth Avenue) for $30,000 in anticipation of its expansion and relocation to a new church building. The Reverend Anson Phelps Atterbury, its pastor at the time, engaged Leopold Eidlitz, the prominent New York architect who had designed the church’s existing chapel on 84th Street in 1854, to plan a brick, Victorian Gothic-style chapel on the eastern end of the site. The building was completed in 1885. The western end of the lot was left open for the future expansion of the church.
In 1889, the congregation, by then having been renamed Park Presbyterian, commissioned architect Henry Kilburn to design a larger main church. To be located on undeveloped western lots, the new edifice was to incorporate Eidlitz’s chapel of 1884-85, which would be modified to complement the new wing. Kilburn’s design was a boldly-massed Romanesque Revival-style edifice faced in deep red sandstone and anchored by a soaring corner tower with a bell-shaped roof. The church would exemplify what was then a new interest in medieval Romanesque forms and palettes, such as in its heavy round arches, rock-faced stonework, massive tower, and earth-toned (reddish brown) materials. The building appears to have been inspired by the work of Henry Hobson Richardson, one of the major and most influential architects of the nineteenth century, and one of the main champions of the rugged, Romanesque Revival mode that is evident at West Park. Kilburn greatly expanded and redesigned Eidlitz’s chapel, cladding it in brownstone and adding a tower, thereby creating a much larger, unified Romanesque Revival-style church complex. The two wings now share similar features, such as triple round arch window motifs and paired fenestration in their broadly-gabled roofs.
According to articles published at the time of its completion in 1890, the West Park Presbyterian Church is faced in Longmeadow (Massachusetts) and Lake Superior (Michigan) sandstones. Longmeadow stone, also used extensive by Richardson, is fine-grained and typically a bright brick-red color with little stratification, making it easy to dress and very durable. As a result, it was used commonly as a facing stone. Lake Superior brownstone is uniform in color and texture, also making it easy to cut and dress into blocks of almost any size. Richardson favored brownstone to represent the Romantic ideal that architecture should by in harmony with the forms and colors of nature. West Park rugged stonework and earthy shades exemplify Richardsonian principals.
Construction began on April 22, 1889, the cornerstone was laid on May 16th, and the building was officially completed on June 26, 1890. The new church, which had 900 seats, was finished enough to have held its first service with much fanfare on May 18, 1890. The church’s entrance doors were featured in 1891 in The American Architect and Building News.
Later History
When the socially-progressive clergyman, Anson Phelps Atterbury was hired to lead the congregation in 1879, West Park embarked on a more than one hundred year period of activism. Atterbury promoted ethnic inclusion, inviting Chinese congregants to worship at the church at the peak of anti-Chinese hysteria in the 1880s. Seventy-five years later, the church was at the forefront of the civil rights and anti-Vietnam War and anti-nuclear arms movements of the 1960s. Later, it became one of the founding churches of the West Side Federation for Senior Housing, Inc., as well as the original site of the West Side Food Pantry and God’s Love We Deliver. The church also championed same-sex marriage rights.
The building itself has been little altered since 1890. In 1911, at the time of the consolidation of West Presbyterian and Park Presbyterian, interior alterations were performed by the architectural firm Ludlow & Peabody, but the exterior of the church remains remarkably intact. At present, the church building is unused and vacant.
Description
The West Park Presbyterian Church occupies a generally rectangular lot, located at the northeast corner of Amsterdam Avenue and West 86th Street. The main façade, overlooking Amsterdam Avenue, is 75 feet long, while the secondary façade, which includes the earlier chapel portion, measures 125 feet along West 86th Street. The building consist of alternating gabled sections, square towers, and recessed planes, topped by a series of broadly sloping, pyramidal, or bell-shaped roofs. The facades and towers are clad in rock-faced Longmeadow brownstone, randomly coursed, and trimmed in Lake Superior redstone. Sections of the brownstone facing and many of its decorative elements are presently in a deteriorated condition. Some of the churches windows also show signs of decay.
The Amsterdam Avenue façade consists of a recessed central section, topped by a gable and flanked by a short tower on the north side and a much taller corner tower on the south side. Altogether, including the tower facades, there are five bays, some of which have paired fenestration.
Located in the recessed central section of the façade, the tripartite main entryway is approached via a flight of shallow concrete steps with a pair of cast-iron handrails. The paired, batten doors with hewn and riveted hinges in the shape of bow are deeply inset within round-arch openings flanked by bundled columns with florid capitals supporting moldings with floral carving that extend into the reveals and along the façade. Protective metal fences and gates have been installed at the entryways. The main entryway arches have compound moldings with floral carvings, and are topped by radiating voussoirs and intersecting label moldings with label-stops. The doors are topped by leaded fanlights with heavy wood perimeter moldings. Wrought-iron lamps with lenses hang above the two side doorways, while the central doorway has a forged-iron, stylized Presbyterian cross springing from its molded lintel. There is a foliated crown above the main above the main entryway; its top molding serves as the sill for the windows above.
The upper part of the recessed central section of the Amsterdam Avenue façade displays a set of three round arch windows, the center one being somewhat taller and wider than the other two. They contain leaded-glass sash (covered with protective plexi-glass), divided vertically and horizontally by a series of straight and curved wood members that are arranged as paired round-arch units supporting circular upper sash. The windows are flanked by attenuated columns with foliated capitals supporting a molded band (separated by the window openings and extending across the width of the façade). The window arches, which spring from the molded bands, have rounded moldings and voussoirs, topped by intersecting labels with stops. There is a pair of deeply-inset round-arch windows in the gable. They share a molded sill on blocky brackets (some of which are missing). The two windows are separated by a squat column with foliated capitals, from which the arches spring. The round-arch sash consist of leaded glass with wood framing. The windows have rounded moldings and voussoirs, topped by intersecting label with foliated stops, which are at the same level of short foliated molding from which the arches rise. The bottom sections of the windows are covered by sloping, non-historic, protective metal panels. The central section is topped by a broad gable with cap moldings rising from foliated stops, and is topped by a foliated pinnacle.
The north tower has a molded stone base and randomly-placed fenestration in the form of narrow, rectangular windows at the lower part of the tower (staggered as to suggest the existence of an interior stairwell), paired rectangular windows at mid section, and paired round-arch windows at the top. The molding that begins at the springline of the entryway arch extends into the lower part of the tower and serves as a sill for the lowest window. The middle windows share a prominently molded sill on blocky brackets (one of which is missing). These windows are separated by a large pier fronted by a squat column with a foliated capital that supports the center of a massive, beveled lintel below a stone relieving arch. The window openings are further embellished by foliation at the beveled lintel and jambs. Deeply recessed, leaded casements with wood frames fill the openings. There is a pair of deeply-inset round-arch windows at the top of the north tower above a molded band. They have slanted sills, now covered with non-historic protective metal sheets. The windows are separated and flanked by bundled columns with foliated capitals, supporting a continuous molded band. Compound arches with thick architraves spring from the molding, as do voussoirs and continuous molded labels. The round-arch sash consist of leaded glass with wood framing. The arches sit in a checkerboard stone field, topped by a molded cornice on large stone blocks. There is cooper flashing at the roofline. The original pyramidal roof of the north tower was removed in the mid-twentieth century.
The tall south tower, located at the corner of Amsterdam Avenue and West 86th Street, rises up from a square, two-story base, which includes a secondary entryway facing West 86th Street. That entryway, recessed and approached by recessed steps, consists of paired batten doors, with bow-shaped hinges, that are set deeply within a round arch with radiating voussoirs and a label molding lying in a shallow gable. A protective metal fence and gate have been installed at the entryway. Paired windows sit above the gable and share a prominently molded sill on blocky brackets. These windows are separated by a large pier fronted by a squat column with a foliated capital that supports the center of a massive, beveled lintel below a stone relieving arch. The window openings are further embellished by foliation at the beveled lintel and jambs. Deeply recessed, leaded casements with wood frames fill the openings. The lower part of the tower facing Amsterdam Avenue has randomly-placed fenestration in the form of narrow, rectangular windows, staggered as to suggest the existence of an interior stairwell. The tower base is topped by wide belt course topped by a molded band that extends into the Amsterdam Avenue façade. There is a bracketed metal flagpole at the lower section of the tower on the Amsterdam Avenue side.
The four sides of the corner tower’s mid-section are the same, except the lower part of the north side and a small section of the east side are cut off by the roof of the nave. Each side has a pair of deeply-inset round-arch windows that sit in a recessed plane. They share projecting sills above an area of slanted stonework. The windows are separated and flanked by bundled columns with foliated capitals, supporting continuous molded bands. Compound arches with thick architraves spring from the molding, as do voussoirs and continuous molded labels. The round-arch sashes consist of leaded glass with wood framing. The arches sit in a checkerboard stone field, topped by a foliated cornice on large stone blocks. The outer piers rise up to form the foliated bases of bartizans. The upper section of the corner tower, which contains the church’s chimes, is distinguished by its corner bartizans topped with turrets, its tripartite arches, and bell-shaped roof. The arches, which contain louvers, are separated by smooth columns with foliated capitals, while the arches have thick architraves, rock-faced voussoirs, and continuous molded labels. The bartizans have vertical lookout holes. The tower is finished off with projecting band that wraps around all four sides and the bartizans; its serves as the sills for blind arcades that sit below molded cornices. The bartizans are topped by conical roofs coursed in stone, while a bell-shaped roof with scalloped asphalt shingles and a copper finial top the tower.
The West 86th Street façade includes the corner tower and the nave, as well as the church’s earlier wing and tower, which sit at the eastern end of the site. The facade displays a variety of window configurations and bays, some which lie in recessed planes. The ashlar base has a molding that also serves as the sill for the grouped sash at the lower part of the façade. The inset sash have leaded-glass casements (covered by protective plexi-glass panels) and are topped by foliated lintels at the nave and rock-faced, chamfered lintels at the east wing. The nave has a projecting central section, distinguished by a large rose window that is topped by a broad cross gable. The rose window has circular tracery and sash, which are obscured by protective, opaque plexi-glass panels with rectilinear divisions. The elaborate surround consists of a wide sill molding, foliated spandrels, attached columns with foliated capitals at the level of the foliated springline molding, an architrave at the upper part of the window, rough-faced voussoirs, and a molded label with foliated ends. A lancet in the gable has a molded sill, rough-faced voussoirs, and a label molding. The gable has cap moldings rising from foliated stops, and is topped by a foliated pinnacle. The other bays of the nave have paired, deeply-inset round-arch windows that share common sills above foliated panels. The windows are separated and flanked by attached columns with foliated capitals, supporting continuous molded bands. Thick architraves spring from the molding, as do voussoirs and continuous molded labels. The round-arch sashes consist of leaded glass with wood framing. The sash are obscured by protective, opaque plexi-glass panels with rectilinear divisions. The roof of the nave is covered with asphalt shingles (probably not original) with copper flashing, catches, gutters, and drainpipes. There are single-bay dormers about halfway up the slope. Sheathed in copper and asphalt shingles, they have round columns and belting at the level of the sills and lintels. Prism-glass sash fill wood frames; there are multi-pane, leaded-glass transoms. Flared, asphalt-shingle-covered roofs, above copper cornices, top the dormers. There is a wide, ashlar chimney at the rear of the nave, topped by a suspended metal cap.
The original wing and tower consist of four bays including the tower. At the base of the tower, there is a secondary entryway, consisting of paired batten doors, with bowed hinges, that are set deeply within a round arch with radiating voussoirs and a label molding lying in a shallow gable topped by a finial. A tall lancet window occupies the central stage of the tower. It has a molded sill, architrave, voussoirs, and a label molding that springs form a belt course that reaches across the façade. The sash is obscured by protective, opaque plexi-glass with horizontal divisions. There is a metal sign bracket attached to the stone. There is a pair of deeply-inset round-arch windows at the top of the tower above a molded band. The windows, which share a molded sill, are separated by a column with foliated capitals. Thick architraves spring from a continuous molding, as do voussoirs and molded labels. The round-arch sash consist of leaded glass with wood framing. This upper stage has two other visible facades, facing east and west, which are similarly articulated. The tower is topped by a clay-tile-covered pyramidal roof above a cornice. There is copper flashing and a finial. There is a bracketed metal flagpole at mid- level.
The gabled façade to the east of the 86th Street tower has grouped fenestration at the first story and round-arch, tripartite windows as it main feature at center stage (similar to the Amsterdam Avenue façade). The center window is somewhat taller and wider than the other two. They contain leaded-glass sash (covered with protective plexi-glass), divided vertically and horizontally by a series of straight and curved wood members that are arranged as paired round-arch units supporting circular upper sash. Some of the sash has been modified to accommodate air conditioners. The windows are flanked by attenuated columns with foliated capitals supporting a molded band (separated by the window openings and extending across the width of the façade). The window arches, which spring from the molded bands, have architraves and voussoirs, topped by intersecting labels with stops.
There is a pair of deeply-inset windows in the gable. They share a molded sill on blocky brackets. The sash holds single-pane glass with wood framing (the east sash modified to accommodate an air conditioner). The windows are topped by splayed lintels. The central section is topped by a broad gable with cap moldings rising from foliated stops, and is topped by a foliated pinnacle. The slate-covered roof consists of intersection hips and gables with copper flashing. There is a skylight on the southern slope and a wide, stone chimney on the west side of the roof.
- From the 2010 NYCLPC Landmark Designation Report