Connect with us

New York

Berenice Abbott Captured Manhattan in the Throes of Heady Change

Published

on

Berenice Abbott Captured Manhattan in the Throes of Heady Change

If you were an American artist or writer in the 1920s, Paris was where you wanted to be. The Springfield, Ohio-born photographer Berenice Abbott (1898-1991) arrived there in 1921 by way of New York, and by early 1929 she had managed to establish herself in the French capital’s flourishing interwar avant-garde scene — first working as an assistant to Man Ray and later taking her own celebrated portraits of luminaries such as James Joyce and Djuna Barnes. She even changed the spelling of her name from “Bernice” to the more Gallic “Berenice.”

Yet somehow this magnet for culturally minded expatriates lost its hold on Abbott the moment she set foot in Lower Manhattan — on a messy January day, no less — at the beginning of what was supposed to be a short trip back to the United States. She had lived in New York once, just eight years before, but in her absence the city had been scaled up: new skyscrapers were rising, the population was exploding, and every block, it seemed, was abuzz with commerce and construction. (The market crash of October 1929 was still many months away). Suddenly, Paris was passé. “When I saw New York again, and stood in the dirty slush,” she later recalled, “I felt that here was the thing I had been wanting to do all my life.”

“Berenice Abbott’s New York Album, 1929,” a small but inspiring show at the Metropolitan Museum, channels the exhilaration Abbott felt upon arriving in the city. The exhibition’s focus is a disbound scrapbook with seven to nine photographs per page, all taken over the course of that year, as Abbott paced the streets (and piers, bridges and train platforms) with a hand-held camera and a compulsion to capture New York’s unruly, cutthroat modernity.

With its 32 pages of small contact prints processed at drugstores and commercial labs (or as Abbott called them, “tiny photographic notes”), the album can be seen as a rough draft of her well-known Works Progress Administration project of the 1930s, “Changing New York.” (Several examples from this later series are in the Met show, including a disconcertingly ethereal view of Seventh Avenue taken from the top of a 46-story building in the garment district.) But Abbott’s “New York Album” is a fascinating artwork in its own right, an adrenalized and ambitious alignment of artist and subject.

Abbott felt that the changing city needed an equivalent to the French photographer Eugène Atget (1857-1927), who had documented Paris during a critical period of transition in the late 19th and early 20th centuries with what Abbott called “the shock of realism unadorned.” She had come to New York as part of an impassioned effort to promote Atget’s oeuvre, one that included purchasing the photographer’s archive after his death and making her own prints from his glass-plate negatives; in the “New York Album” she goes further, becoming, in effect, his heir.

Advertisement

The Met’s exhibition incorporates several Atget photographs from the museum’s collection, including one that Abbott was known to admire; it shows an early automobile garage in the Fifth Arrondissement, with a Renault parked in a cobblestoned courtyard. A similar appreciation for the collision of the newfangled with the outmoded can be seen throughout Abbott’s “New York Album,” in shots of skyscrapers looming over rows of tenements and, in one more subtle and almost surreal case, an overhead view of an equine statue photographed from the Ninth Avenue El.

Although the album is not strictly organized by location, it has a distinct cartography. Abbott gravitated to certain neighborhoods that, for her, showed the face of the new city emerging. Many of them were in Lower Manhattan; multiple pages are devoted to the Lower East Side, where she was drawn to storefronts and their simultaneously poetic and transactional signage, and the Financial District, where she often pointed her camera skyward to exaggerate the intimidating height of new corporate towers.

Unlike peers such as Walker Evans, she did not take much of an interest in the human subject — or, at least, in individuals. To her, the city was a human construction and humanity was implicit in every part of it. “You’re photographing people when you’re photographing a city,” she explained in a documentary film about her life. “You don’t have to have a person in it.”

As Abbott’s biographer has noted, she was influenced by the French literary movement of Unanimism, which emphasized collective consciousness and expression. You can sense this especially in her shots of the city’s elevated train system, which revel in the formal modernism of all that interlaced steel and cast iron without losing sight of its function of moving millions of people.

As an extension of the exhibition, the Met has created a helpful digital map that identifies some of the subjects in Abbott’s album and updates them with present-day photographs (a collaboration between the Met curator of photography who organized the exhibition, Mia Fineman, and the Jones Family Research Collective, led by the Manhattan borough historian emeritus, Celedonia Jones, until his death last April). It reveals, for example, that the site of a burlesque theater on Houston Street photographed by Abbott is now a Whole Foods.

Advertisement

Visitors to the exhibition can spend a lot of time testing their own knowledge of the city’s geography, but the pleasures of the show have more to do with the drive and dynamism behind the pictures. “Berenice Abbott’s New York Album, 1929” takes us back to an invigorating moment in the history of the metropolis, captured on the fly by an emergent modern artist.

During her upbringing in Ohio, Abbott had planned to be a journalist — she attended Ohio State University’s School of Journalism before turning to art — and it’s clear from her photography that she never lost that instinct for wanting to be where the story was. In those early months of 1929 she recognized that New York was the big story; looking at her “New York Album” gives us hope that it could be again.

Berenice Abbott’s New York Album, 1929

Through Sept. 4, Metropolitan Museum of Art, 1000 Fifth Avenue, 212-535-7710; metmuseum.org.

Advertisement

New York

We Counted 22,252 Cars to See How Much Congestion Pricing Might Have Made This Morning

Published

on

We Counted 22,252 Cars to See How Much Congestion Pricing Might Have Made This Morning

Today would have been the first Monday of New York City’s congestion pricing plan. Before it was halted by Gov. Kathy Hochul, the plan was designed to rein in some of the nation’s worst traffic while raising a billion dollars for the subway every year, one toll at a time.

A year’s worth of tolls is hard to picture. But what about a day’s worth? What about an hour’s?

To understand how the plan could have worked, we went to the edges of the tolling zone during the first rush hour that the fees would have kicked in.

Advertisement

Here’s what we saw:

Video by Noah Throop/The New York Times; animation by Ruru Kuo/The New York Times

You probably wouldn’t have seen every one of those cars if the program had been allowed to proceed. That’s because officials said the fees would have discouraged some drivers from crossing into the tolled zone, leading to an estimated 17 percent reduction in traffic. (It’s also Monday on a holiday week.)

The above video was just at one crossing point, on Lexington Avenue. We sent 27 people to count vehicles manually at four bridges, four tunnels and nine streets where cars entered the business district. In total, we counted 22,252 cars, trucks, motorcycles and buses between 8 a.m. and 9 a.m. on Monday.

Advertisement

We wanted to see how the dense flow of traffic into the central business district would have generated money in real time.

Though we can’t know that dollar amount precisely, we can hazard a guess. Congestion pricing was commonly referred to as a $15-per-car toll, but it wasn’t so simple. There were going to be smaller fees for taxi trips, credits for the tunnels, heftier charges for trucks and buses, and a number of exemptions.

To try to account for all that fee variance, we used estimates from the firm Replica, which models traffic data, on who enters the business district, as well as records from the Metropolitan Transportation Authority and city agencies. We also made a few assumptions where data wasn’t available. We then came up with a ballpark figure for how much the city might have generated in an hour at those toll points.

The total? About $200,000 in tolls for that hour.

Note: The Trinity Place exit from the Brooklyn-Battery Tunnel, which would have been tolled, is closed at this hour.

Advertisement

It’s far from a perfect guess. Our vehicle total is definitely an undercount: We counted only the major entrances — bridges, tunnels and 60th Street — which means we missed all the cars that entered the zone by exiting the Franklin D. Roosevelt Drive or the West Side Highway.

And our translation into a dollar number is rough. Among many other choices we had to make, we assumed all drivers had E-ZPass — saving them a big surcharge — and we couldn’t distinguish between transit buses and charter buses, so we gave all buses an exemption.

But it does give you a rough sense of scale: It’s a lot of cars, and a lot of money. Over the course of a typical day, hundreds of thousands of vehicles stream into the Manhattan central business district through various crossings.

Trips into tolling district, per Replica estimates

Advertisement
Queens-Midtown Tunnel 50,600
Lincoln Tunnel 49,200
Williamsburg Bridge 27,900
Manhattan Bridge 24,000
Brooklyn-Battery Tunnel 23,100
Queensboro Bridge 21,700
Brooklyn Bridge 17,100
Holland Tunnel 15,400
All other entrances 118,000
Total 347,000

Note: Data counts estimated entrances on a weekday in spring 2023. Source: Replica.

The tolling infrastructure that was installed for the program cost roughly half a billion dollars.

The M.T.A. had planned to use the congestion pricing revenue estimates to secure $15 billion in financing for subway upgrades. Many of those improvement plans have now been suspended.

Methodology

Advertisement

We stationed as many as five counters at some bridges and tunnels to ensure that we counted only cars that directly entered the tolling zone, not those that would have continued onto non-tolled routes.

Our count also excluded certain exempt vehicles like emergency vehicles.

We used estimates of the traffic into the district to make a best guess at how many of each kind of vehicle entered the zone. Most of our estimates came from the traffic data firm Replica, which uses a variety of data sources, including phone location, credit card and census data, to model transportation patterns. Replica estimated that around 58 percent of trips into the central business district on a weekday in spring 2023 were made by private vehicles, 35 percent by taxis or other for-hire vehicles (Uber and Lyft) and the remainder by commercial vehicles.

We also used data on trucks, buses, for-hire vehicles and motorcycles from the M.T.A., the Taxi and Limousine Commission and the Department of Transportation.

For simplicity, we assumed all vehicles would be equally likely to enter the zone from 8 a.m. to 9 a.m. as they would be in any other hour. We could not account for the other trips that a for-hire vehicle might make once within the tolled zone, only the initial crossing. And we did not include the discount to drivers who make under $50,000, because it would kick in only after 10 trips in a calendar month.

Advertisement
Continue Reading

New York

Transcript of Trump Manhattan Trial, May 30, 2024

Published

on

Transcript of Trump Manhattan Trial, May 30, 2024

-
Jury Deliberation Re-charge
SUPREME COURT OF THE STATE OF NEW YORK
COUNTY OF NEW YORK CRIMINAL TERM
-
-
PART: 59
Χ
THE PEOPLE OF THE STATE OF NEW YORK,
-against-
DONALD J. TRUMP,
DEFENDANT.
BEFORE:
Indict. No.
71543-2023
CHARGE
4909
FALSIFYING BUSINESS
RECORDS 1ST DEGREE
JURY TRIAL
100 Centre Street
New York, New York 10013
May 30, 2024
HONORABLE JUAN M. MERCHAN
JUSTICE OF THE SUPREME COURT
APPEARANCES:
FOR THE PEOPLE:
ALVIN BRAGG, JR., ESQ.
DISTRICT ATTORNEY, NEW YORK COUNTY
One Hogan Place
New York, New York 10013
BY:
JOSHUA STEINGLASS, ESQ.
MATTHEW COLANGELO,
ESQ.
SUSAN HOFFINGER, ESQ.
CHRISTOPHER CONROY, ESQ.
BECKY MANGOLD, ESQ.
KATHERINE ELLIS, ESQ.
Assistant District Attorneys
BLANCHE LAW
BY:
TODD BLANCHE, ESQ.
EMIL BOVE, ESQ.
KENDRA WHARTON, ESQ.
NECHELES LAW, LLP
BY: SUSAN NECHELES, ESQ.
GEDALIA STERN, ESQ.
Attorneys for the Defendant
SUSAN PEARCE-BATES, RPR, CSR, RSA
Principal Court Reporter
LAURIE EISENBERG, RPR, CSR
LISA KRAMSKY
THERESA MAGNICCARI
Senior Court Reporters
Susan Pearce-Bates, RPR, CCR, RSA
Principal Court Reporter

Continue Reading

New York

Transcript of Trump Manhattan Trial, May 29, 2024

Published

on

Transcript of Trump Manhattan Trial, May 29, 2024

SUPREME COURT OF THE STATE OF NEW YORK
COUNTY OF NEW YORK CRIMINAL TERM
-
THE PEOPLE OF THE STATE OF NEW YORK,
PART: 59
Indict. No.
71543-2023
CHARGE
-against-
DONALD J. TRUMP,
DEFENDANT.
BEFORE:
4815
FALSIFYING BUSINESS
RECORDS 1ST DEGREE
JURY TRIAL
X
100 Centre Street
New York, New York 10013
May 29, 2024
HONORABLE JUAN M. MERCHAN
JUSTICE OF THE SUPREME COURT
APPEARANCES:
FOR THE
PEOPLE:
ALVIN BRAGG, JR.,
ESQ.
DISTRICT ATTORNEY, NEW YORK COUNTY
One Hogan Place
New York, New York 10013
BY:
JOSHUA STEINGLASS, ESQ.
MATTHEW COLANGELO,
ESQ.
SUSAN HOFFINGER, ESQ.
CHRISTOPHER CONROY, ESQ.
BECKY MANGOLD, ESQ.
KATHERINE ELLIS, ESQ.
Assistant District Attorneys
BLANCHE LAW
BY:
TODD BLANCHE, ESQ.
EMIL BOVE, ESQ.
KENDRA WHARTON, ESQ.
NECHELES LAW, LLP
BY: SUSAN NECHELES, ESQ.
Attorneys for the Defendant
SUSAN PEARCE-BATES, RPR, CSR, RSA
Principal Court Reporter
LAURIE EISENBERG, RPR, CSR
LISA KRAMSKY
THERESA MAGNICCARI
Senior Court Reporters
Susan Pearce-Bates,
RPR, CCR, RSA
Principal Court Reporter

Continue Reading

Trending