Blog - For The Record — NYC Department of Records & Information Services

A History of Prostitution in New York City from the American Revolution to the Bad Old Days of the 1970s and 1980s

Prostitution has long been called the “World’s Oldest Profession.” It also is the most resilient.

In New York, it begins in Colonial times, stretches through the Civil War Era, the “Halcyon Days” of the bawdy mid-1880s, to police corruption and Tammany Hall protection at the turn of the 20th Century, the sensational “Lucky” Luciano prostitution trial in the 1930s, and the Bad Old Days of the 1970s and 1980s when teenage hookers and “Live Sex” porn palaces clogged Times Square.

It has survived and thrived despite periodic crackdowns, blue-ribbon investigations and “clean up” drives. Laws have been passed with varying results and there have been repeated calls to legalize it—as recently as June, when several State lawmakers introduced legislation to decriminalize it. 

Yet it persists.

The Municipal Library and Archives collections provide a wealth of documentation on the periodic fights to control prostitution. There are court records dating back to the 1800s, reports from civic organizations, City agency publications, books and correspondence from several mayors including Ed Koch and Rudy Giuliani.

“Over the past four decades, successive city administrations have made repeated attempts to ‘clean up’ Times Square; each new attempt was met by increased skepticism,” the first of two Times Square “Action Plans” declared in 1978.

The timeline was off by a couple of centuries.

The Municipal Library collection includes Timothy Gilfoyle’s meticulously researched book, City of Eros: New York City, Prostitution and the Commercialization of Sex 1790-1920.  Gilfoyle drew upon scores of sources in the Municipal Archives, particularly the District Attorney Indictment Papers, dating back to the late 18th Century.

In the years before the American Revolution, prostitutes worked the wharves, entertaining British sailors and local New Yorkers alike. Most of the traffic was in three main areas in what is now known as Lower Manhattan: The “Holy Ground” behind St. Paul’s Chapel, George Street near City Commons—now called City Hall Park—and East George Street, then the northeast fringe of New York City.

“Between 1790 and 1809 … two-thirds of the nearly 200 indictments for prostitution were for illegal activities near the East River docks; 26 percent on East George and George streets alone,” Gilfoyle reports, referring to district attorney records in the Archives.

Citizen outrage over widespread prostitution led to a crackdown, but “by mid-century New York had become the carnal showcase of the Western World.”    

In addition to the women who worked the streets, there were an estimated 200 brothels in New York City in 1820. That grew to more than 600 by the end of the Civil War. Over those years, much of the prostitution moved north to “Paradise Square” in Five Points, as well as lower Broadway, the Bowery, Greenwich Village and Chelsea—much of it out in the open and protected by Tammany Hall stalwarts and big street gangs.

Gilfoyle called the period between 1836 and 1871 “the Halcyon Years” of commercialized sex. It was so widely known that one Sunday in 1857, the Rev. William Berrian, rector of Trinity Church, supposedly declared from the pulpit that in his 50 years in the ministry he had not been “In a house of ill fame more than 10 times.”

“THE QUEEN” OF NEW YORK’S MADAMS

New York had its share of so-called “Celebrity” or “Star” madams, but one that stands out was Rosa Hertz, who, with her husband, Jacob, and her brother ran a string of brothels on the Lower East Side on Stanton Street, Ludlow Street and East Ninth Street, and later along Flatbush Avenue in Brooklyn.  

Indictment papers in the archives show that Hertz, a one-time prostitute also known as “Rosie,” or “Mother Hertz,” was charged with keeping a bawdy house where one of her prostitutes “did commit whoredom and fornication.”  She and her husband were in indicted in May 1886 on charges of “keeping and maintaining a common bawdy house and house of ill fame,” despite claims that she was paying off police for “protection.” 

cropped Indictment - Rose Hertz 11 Feb 1885 - Ct. of Gen. Sessions Box 166 f. 1694.jpg
On February 11, 1885, a grand jury indicted “Rose” Hertz for “Keeping a Bawdy House.” The felony prosecution case file includes the Manhattan 3rd District Police Court complaint where one Louis Burger alleges that he “… .was solicited in the premise…

On February 11, 1885, a grand jury indicted “Rose” Hertz for “Keeping a Bawdy House.” The felony prosecution case file includes the Manhattan 3rd District Police Court complaint where one Louis Burger alleges that he “… .was solicited in the premises no 64 Stanton Street for the purpose of prostitution… . ” The file also includes a letter from Police Captain Anthony J. Allaire, stating that to his knowledge Rose Hertz had moved away from the Precinct. In consequence, the Assistant District Attorney in charge of the case recommended that the indictment should be dismissed since the “nuisance” had been abated. New York City Court of General Sessions Felony Indictment Files, 1879-1894. NYC Municipal Archives


The Library also holds biennial reports from the Committee of Fourteen, an anti-saloon civic group, which noted that at one point Hertz “obtained from the courts an injunction to restrain the police from interfering with her.”

The group’s annual report from 1916-1917 called Hertz a longtime “power in the vice district” in Lower Manhattan.”

She was convicted on February 3, 1913 on charges of running a disorderly house on East Ninth Street and jailed in the Tombs. This time, she threatened to name her protectors.  A lengthy New York Times article on February 21, 1913, based on statements from then-Manhattan District Attorney Charles S. Whitman, reported: “For twenty years she had run disorderly resorts and built up a big business that made her rich. During all those years she paid fat prices for protection to police and more fat prices to politicians for other favors and because she was squeezed.”

Though the article named several police officials who took money from brothels, it’s unclear whether Hertz delivered on her promise to identify crooked cops and politicians. In any event, a July 6, 1913 Times article headlined “WOMAN WHITE SLAVER GOES TO JAIL” reported: “Sheriff Harberger took yesterday Rosie Hertz, the proprietress of several white slave dens, to Blackwell’s Island to begin her sentence of one year’s imprisonment. Mrs. Hertz has been in the Tombs since February 3 on the promise that she would reveal police graft in the white slave traffic.”

The Times estimated she was worth $105,000 in 1903, which would be about $3 million today.

THE “SOCIAL EVIL” IN NEW YORK

Public outrage had become so vocal by the early 1900s that the Committee of Fourteen was formed to combat “The Social Evil in New York City.” 

The Committee, whose reports are in the Municipal Library, noted that in 1905 Park Row and Bowery dives catering to prostitution were “going full blast.” Among them were “The Flea Bag,” “Scottie Lavelle’s,” “Paddy Mullins’,” and “The Little Jumbo.”

It also made a distinction between the higher-class bordellos like Hertz ran and the lower-priced ones where women “were poorly fed and exploited in various ways by the madames and proprietors. When a woman received a patron, the money was immediately turned over to the madame.” Women got half of what they earned, minus board, drinks, doctor’s fees and clothes.

One of its first reports included a chapter on “The Protection of Women” and detailed how prostitution operated in those days despite “feeble” legislative attempts to curb it. The report said the first rung in exploiting women was the “cadet” or pimp. “The cadet is the procurer who keeps up the supply of women for immoral purposes” through “entrapment, threats of bodily harm, seduction, fraud or duplicity.”

Some of the cadets came from the ranks of street gangs with ties to local Tammany Hall politicians. “Small army of vicious young men are used to ... see that houses secure inmates and that vice in general is not allowed to decrease. it is for the profit of these men and of various businesses and political interests which find prostitution valuable.” 

Subsequent committee reports described police corruption in detail. A 1907-1908 report claimed that large brothels paid police $400 to $600 a month, corrupt plainclothes cops received $205 and patrolmen got about $184 monthly.  

One of the leading books on the topics in the Municipal Library is Commercialized Prostitution in New York City, by George Kneeland, written in 1917. It focuses on information from a 1910 Special Grand Jury probe of “white slave traffic” in New York, creation of the Bureau of Social Hygiene and delves into police corruption.

The book describes several locales for bordellos: “The parlor house, the tenement house apartment, the furnished room house, the disorderly hotel and the message parlor.”

It also describes the pecking order of such places. He wrote that investigators visited 142 parlor houses between January 24, 1912 and November 15, 1912. Of those visited, “20 are known to the trade as fifty-cent houses, 80 as one-dollar houses, 6 as two-dollar houses and 34 as five- and ten-dollar houses.” The remaining two were uncategorized.

Prostitution and Its Repression in New York City, 1900-1931, by Willoughby Cyrus Waterman, 1932.

Prostitution and Its Repression in New York City, 1900-1931, by Willoughby Cyrus Waterman, 1932.

Another book in the Library that describe the prostitution business and its protectors in the era is Prostitution and its Repression in New York City 1900-1931, by Willoughby Cyrus Waterman. 

“It is clearly evident that during the early years of the century the New York police, far from protecting the city from vice, were rather actively engaged in aiding and abetting the very conditions which they were obliged to protect.” 

The book noted that police crackdowns often concentrated on low-level operations while leaving the high-class brothels alone. The city created night courts for women in 1910 to handle the ever-increasing volume of prostitution arrests.

In its 1930 report, the Committee of Fourteen said that the turn of the century “corruption in the Police Department was almost general and the main source of that corruption was organized, commercialized vice.”

That corruption wasn’t confined to police, though. In one of its final reports, the Committee felt compelled to make an embarrassing admission—and to issue a public apology: John Weston, an assistant district attorney assigned to the Women’s Court—whom the committee had praised over the years—confessed to accepting “petty cash gratuities” involving 350 to 400 cases.

The Committee of Fourteen disbanded in 1932, when it was no longer able to raise money for its operations. 

Four years later, prostitution again captured the public’s imagination with the sensational trial of perhaps the most powerful Organized Crime boss in the country, Charles “Lucky” Luciano. 

TO BE CONTINUED ...

The Rise, Fall, and Rise Again of the New York City Municipal Ferry System

The ferries are back. New York City is an archipelago of islands and ferries would seem to be an ideal mode of transportation, especially in areas not well-served by mass transit. And, for a while, through the 1920s, the City hosted an extensive network of ferries. Famously, Robert Moses initiated the destruction of the ferry system and subsequent decades saw decline and abandonment of most ferry lines. But now ferries once again ply the waters in an array of routes in and around New York City.

Cars and passengers aboard the Staten Island Municipal Ferry “President Roosevelt,” arriving in Staten Island, June 8, 1924. Department of Bridges, Plant & Structures photograph, NYC Municipal Archives.

Cars and passengers aboard the Staten Island Municipal Ferry “President Roosevelt,” arriving in Staten Island, June 8, 1924. Department of Bridges, Plant & Structures photograph, NYC Municipal Archives.

In many regards the ferry history of rise, fall and rise again is typical of New York City’s infrastructure and transportation. According to Brian J. Cudahy author of Over and Back: The History of Ferryboats in New York Harbor, the trajectory of the municipal ferry system goes something like this. In 1905, the City of New York began a “progressive takeover of the ferry system” when it acquired the ferry route running between Whitehall Street (Manhattan) and Saint George (Staten Island) from the Staten Island Rapid Transit. By 1925, the New York City municipal ferry system had reached its pinnacle as it operated over a dozen routes that provided ferry service to all five boroughs and New Jersey. Twenty years later, only one municipally-operated ferry route remained, the same route that it started with in 1905, what today we call the Staten Island Ferry.

Municipal ferryboat “Bronx” traveling from Saint George (Staten Island) arriving at Whitehall Manhattan), circa 1905. Department of Docks and Ferries photographs, NYC Municipal Archives.

Municipal ferryboat “Bronx” traveling from Saint George (Staten Island) arriving at Whitehall Manhattan), circa 1905. Department of Docks and Ferries photographs, NYC Municipal Archives.

The Department of Docks and Ferries operated the New York City Municipal Ferry system between 1898 and 1918. Its successor agencies, the Department of Docks (1919-1942) and the Department of Marine and Aviation (1942-1977) operated the system. Today’s direct descendant agencies are the New York City Department of Transportation and the Economic Development Corporation which sponsors NYC Ferry service.

Department of Marine and Aviation staff at the office located at Pier A in Manhattan, circa 1955. Department of Marine and Aviation photographs. NYC Municipal Archives.

Department of Marine and Aviation staff at the office located at Pier A in Manhattan, circa 1955. Department of Marine and Aviation photographs. NYC Municipal Archives.

Our past, present, and future are tied to the waterways that surround New York City. Ferries have been an integral part of transport in the City for a very long time. The Staten Island Ferry route originally ran by the Staten Island Rapid Transit and taken over the City has been in service since 1816. In 1904, the year before the municipal ferry system was established, there were 147 ferryboats in operation on the waters around New York City.

Perspective drawing of the Municipal Ferry Terminal, undated. In the original design, the terminal had two buildings, one with two slips going between Whitehall-Saint George (opened in 1906), and the other for the 39th Street Ferry that went to Sout…

Perspective drawing of the Municipal Ferry Terminal, undated. In the original design, the terminal had two buildings, one with two slips going between Whitehall-Saint George (opened in 1906), and the other for the 39th Street Ferry that went to South Brooklyn (opened in 1909). It is now called the Battery Maritime Building and was listed on National Register of Historic Places in 1976.

Construction of the 39th Street Ferry House, 1908. The second ferry route to be acquired by the City was the Whitehall Street-39th Street (Brooklyn) route that it took over from The New York and South Brooklyn Ferry and Transportation Company in 190…

Construction of the 39th Street Ferry House, 1908. The second ferry route to be acquired by the City was the Whitehall Street-39th Street (Brooklyn) route that it took over from The New York and South Brooklyn Ferry and Transportation Company in 1906. Department of Dock and Ferries photographs. NYC Municipal Archives.

Municipal ferry service initially was established during the administration of Mayor George B. McClellan (in office from 1904-1909) but it really grew during the Hylan Administration (1918-1925) as new ferry routes were established and ferryboats were designed and purchased by the City.  

Even though municipal ferry service in the City underwent a period of growth from 1918 to 1925, it’s decline began shortly after reaching its pinnacle in the mid-1920s. There were two contributing factors—the Stock Market Crash of 1929 that led to the Great Depression; and the construction of tunnels, bridges, and roads for the almighty automobile. The near decade-long economic depression that began in 1929 meant that the City had less revenue and therefore less money to spend. Funding for the municipal ferry system in New York City was one of the numerous municipal services that were cut. That said, during this same economic depression, public money was used for the construction of automobile infrastructure. Not coincidentally, this infrastructure for automobiles crossed over or tunneled under New York City-area waterways replicating many of the ferry routes.

This pattern of replacing mass transit ferry routes with bridges and tunnels primarily designed for single, privately-owned car commuting would continue into the 1960s, thus contributing to the demise of the municipal ferry system and the rise of the gridlocked highways we are left with today. For example, the City’s Astoria Ferry that ran between East 92nd Street (Manhattan) and Astoria (Queens) operated from 1920-1936 when it was discontinued after the opening of the Triborough Bridge in 1936; the City discontinued the Clason Point (Bronx) to College Point (Queens) route that operated from 1921-1939 after the construction of the Bronx-Whitestone Bridge in 1939; and the municipally-operated Rockaway Ferry that ran from Flatbush Avenue in Brooklyn to Jacob Riis Park in the Rockaways was in operation from 1925-1937 when it was discontinued following the opening of the Marine Park Bridge.

Clason Point Ferry House in disrepair, 1951. This Municipal Ferry route was in operation from 1921-1939. It ran between Clason Point in the Bronx and College Point in Queens. Department of Marine and Aviation photographs. NYC Municipal Archives.

Clason Point Ferry House in disrepair, 1951. This Municipal Ferry route was in operation from 1921-1939. It ran between Clason Point in the Bronx and College Point in Queens. Department of Marine and Aviation photographs. NYC Municipal Archives.

Although it is sometimes hard to remember when you’re deep underground on the subway or hustling between skyscrapers in Midtown, New York is a maritime city. It has approximately 520 miles of coastline, more than Los Angeles, San Francisco, Miami, and Boston combined. Thirty-nine of the New York City Community Boards have some access to the waterfront. It should not be surprising then that these very waterways have been used for transit for thousands of years. What is surprising, however, is how quickly these natural “roads” fell from favor as a means for transporting people, especially in comparison to cars and other surface transit.

In recent years, the City has reconsidered how it moves people around equitably, and how to deal with the transit deserts in many neighborhoods. And as so many communities are located near waterways, the ferry is once again becoming an integral part of the public transit network. Not to mention that riding the ferry is fun, relaxing, and a great way to experience the amazing city.

View from the Soundview route of the NYC Ferry heading from Pier 11 in Lower Manhattan to Soundview in the Bronx, 2019. Photo by Patricia Glowinski.

View from the Soundview route of the NYC Ferry heading from Pier 11 in Lower Manhattan to Soundview in the Bronx, 2019. Photo by Patricia Glowinski.

The New York City Municipal Archives and Municipal Library hold many primary and secondary sources documenting the New York City Municipal Ferry system and the City agencies that administered it. These include the Department of Docks and Ferries and Department of Docks annual reports and minutes, 1888-1939 (though with gaps of some years); report on the operation of municipal ferries by the City of New York from 1905 to 1915; Department of Ports and Trade pier removal contract files, 1956-1966; Regulations for the governance of municipal ferry employees, 1910; Department of Docks and Ferries photographs; and Over and back: the history of ferryboats in New York Harbor by Brian Cudahy. Archival material documenting the administration of the New York City Municipal Ferry can also found in numerous mayoral records including the records of Mayor George B. McClellan Jr., 1903-1909; Mayor William J. Gaynor, 1909-1913; Mayor Ardolph L. Kline, 1913; Mayor John P. Mitchel, 1869-1917 (bulk 1914-1917); Mayor John F. Hylan, 1912-1925; and the Mayor Fiorello H. La Guardia, 1864-1954 (bulk 1934-1945).

Commuters on the ferry from Hoboken, N.J., to Barclay Street, circa. 1937. WPA Federal Writers’ Project photograph, NYC Municipal Archives.

Commuters on the ferry from Hoboken, N.J., to Barclay Street, circa. 1937. WPA Federal Writers’ Project photograph, NYC Municipal Archives.

 

 

The Queens Borough President Panoramic Photographs

Alley Pond, Queens, June 15, 1927. Borough President Queens Collection, NYC Municipal Archives.

Staff at the Municipal Archives  continue to digitize the historical collections including paper records, books, motion pictures, maps, plans, and photographs. My current assignment is the Queens Borough President photograph collection. The thousands of fascinating pictures includes a series of panoramic images. They were taken mostly during the 1920s and 1930s by the Topographical Bureau in the Borough President’s office, under the direction of the Engineer in Charge, Charles Underhill Powell. 

Powell’s tenure coincided with a time of rapid change in Queens. A borough that had long been mostly sparsely populated farmland was quickly becoming a diverse urban landscape. This required a drastic overhaul of the borough’s infrastructure, and engineers like Powell went out to survey, document, design, and plan.

Skaters on Alley Pond, Queens, February 8, 1930. Borough President Queens Collection, NYC Municipal Archives.

The photographers generally used standard 8x10 inch sheet film, a format still popular for the high resolution it provides. Sometimes, though, an 8x10 negative just wasn’t good enough. In these situations, the photographers turned to what is known as a banquet camera. Originally intended for photographing large groups of people, the wide negatives (usually either 7x17" or 12x20") offered a lot of space to squeeze an entire crowd or banquet hall into one frame. Banquet cameras fell out of favor when medium format and other roll film formats were invented, allowing more flexibility and ease of use in event photography. But landscape and architectural photographers adopted the banquet camera for the precision, resolution, and wide angle of view it offered.

Nassau Boulevard, looking east from Main Street, Queens, August 20, 1928. Borough President Queens Collection, NYC Municipal Archives.

The Queens panoramic negatives (which are all 7x17") present a digitization challenge. Because of their width, they cannot be captured at high resolution in one shot with an overhead camera and they are too fragile for a flatbed scanner. There is an alternative: stitching. I photographed each negative in three shots, which partially overlap with each other. I then ran a Photoshop script to stitch them together. This has worked surprisingly well, even on the most deteriorated negatives. These advancing technologies and workflows allow us to make these beautiful images, which document an important period in New York City history, available to the public.

Little Neck Parkway, looking north at Union Turnpike, Queens, July 16, 1931. Borough President Queens Collection, NYC Municipal Archives.

Under the elevated train, 31st Street, looking north at 23rd Avenue, Queens, August 28, 1935. Borough President Queens Collection, NYC Municipal Archives.

Grand Central Parkway, looking west, Queens, October 27, 1938. Borough President Queens Collection, NYC Municipal Archives.

Main Street, looking north at 72nd Avenue, Queens, May 27, 1937. Borough President Queens Collection, NYC Municipal Archives.

Queens Boulevard, looking west, October 25, 1938. Borough President Queens Collection, NYC Municipal Archives.

The Apollo 11 Ticker Tape Parade: August 13, 1969

New York City ticker-tape parade for the Apollo 11 Astronauts, and receptions at City Hall and the United Nations, with Mayor John V. Lindsay, August 13, 1969. NYPD Film Collection, NYC Municipal Archives.

On August 13, 1969, New York City welcomed Apollo 11 astronauts Neil A. Armstrong, Lt. Col. Michael Collins, Col. Buzz Aldrin with an exuberant ticker-tape reception to applaud their moon landing three weeks earlier on July 20. The City, and the nation, had to wait until the astronauts emerged from an isolation ward at the Lunar Receiving Laboratory in Houston before celebrating their triumph.

It would be a hectic day for the astronauts. New York City had three and a half hours for the ticker-tape parade; then it was on to Chicago for another parade. Their day ended with a state dinner hosted by President Richard Nixon in Los Angeles.

For many decades the New York City ticker-tape parade had been recognized around the world as the ultimate accolade for a job well-done. But by the 1960s, there had been so many parades (130 between 1945 and 1965 alone), that they came to be viewed as synthetic and routine. In lieu of building tenants throwing ticker tape, the City had to deliver confetti and shredded paper to buildings along Broadway to ensure an appropriate cascade of paper. Businesses in lower Manhattan complained of disruptions. When Mayor John Lindsay took office in 1966, he announced that his administration would discontinue the ticker-tape parade in favor of more informal receptions tailored to the special interests of the guest. However, the spectacular success of America’s Apollo space program in 1969 cried out for ticker-tape celebrations and Lindsay couldn’t say no.

L-R: Lt. Col. Frank Borman, Lt. Col. William A. Anders, Mayor Lindsay, Capt. James A. Lovell, Jr., Governor Nelson Rockefeller on the steps of City Hall, January 10, 1969. Mayor Lindsay Collection, NYC Municipal Archives.

L-R: Lt. Col. Frank Borman, Lt. Col. William A. Anders, Mayor Lindsay, Capt. James A. Lovell, Jr., Governor Nelson Rockefeller on the steps of City Hall, January 10, 1969. Mayor Lindsay Collection, NYC Municipal Archives.

Lindsay’s first parade, on January 10, 1969, hailed Apollo 8 Astronauts, Lt. Col. Frank Borman, Lt. Col. William A. Anders, and Capt. James A. Lovell, Jr., the first men to see the far side of the moon. Riding with the astronauts in the motorcade, Mayor John V. Lindsay was reported in The New York Times to have overheard them say, “It’s a forbidding place… gray and colorless… It shows the scars of a terrific bombardment… certainly not a very inviting place to live or work.” Thinking they were talking about New York, he broke in and told them, “If you’re going to talk like that you’re not going to get your gold medals.” They’d been describing the moon. And they got their medals.

Just seven months later, on July 20, 1969, the Apollo 11 astronauts fulfilled President John F. Kennedy’s 1961 promise to land a man on the moon by the end of the decade, giving Lindsay another opportunity to host a ticker-tape celebration. For both Apollo parades, Lindsay broke with tradition and rode with the honorees in their motorcades. Previous mayors had waited at City Hall to greet the guests, who were escorted up Broadway by the City’s chief of protocol.

For the Apollo 11 astronauts their busy day started with a flight to New York from Houston aboard the Presidential Jet, Air Force One. They landed at Kennedy Airport at 9:45 a.m. where a marine helicopter met them for a quick trip to the Downtown Heliport on South Street. From there, a motorcade brought them to Bowling Green and the start of the parade. Thousands of spectators cheered the astronauts along the traditional parade route up Broadway to City Hall where they received the City’s Gold Medal. 

After the City Hall festivities, the motorcade continued uptown stopping in front of the General Assembly Building at the United Nations for an 11-minute ceremony. And finally, right on schedule, at 1:15 p.m., the astronauts reached Kennedy Airport for the flight to Chicago and another parade. 


Seated on the custom-built Chrysler Imperial parade limousine, L-R: Apollo 11 astronauts Neil A. Armstrong, Col. Buzz Aldrin, Lt. Col. Michael Collins, wave to onlookers. Mayor Lindsay is seated at right, August 13, 1969. Department of Sanitation Collection, NYC Municipal Archives.

Press trucks lead the Apollo 11 Astronaut motorcade along Broadway approaching City Hall Park, August 13, 1969. NYPD Collection, NYC Municipal Archives.

Press and security personnel jog alongside the Apollo 11 Astronaut motorcade as it turns into City Hall Park, August 13, 1969. NYPD Collection, NYC Municipal Archives.

Spectators waiting for the Apollo 11 Astronauts, City Hall Park, August 13, 1969. NYPD Collection, NYC Municipal Archives.

City officials, Apollo 11 Astronauts, and their families recite the pledge of allegiance on the steps of City Hall, August 13, 1969. NYPD Collection, NYC Municipal Archives.

Following the City Hall reception, the Apollo 11 Astronaut motorcade continued uptown along Centre Street on their way to the United Nations, August 13, 1969. NYPD Collection, NYC Municipal Archives.

Spectators and more confetti greet the Apollo 11 Astronaut motorcade on Centre Street, August 13, 1969. NYPD Collection, NYC Municipal Archives.

The Apollo 11 motorcade arrives at the United Nations for a brief ceremony, August 13, 1969. NYPD Collection, NYC Municipal Archives.

Sanitation workers in front of Pier A preparing to clean up after the parade, August 13, 1969. Department of Sanitation Collection, NYC Municipal Archives.

Sanitation workers cleaning the parade route along Broadway, August 13, 1969. Department of Sanitation Collection, NYC Municipal Archives.

The Electric Grid

Power. Electrical Power. It’s been in the news a lot recently.  There’s not enough of it. It’s not distributed to the right places. Diversify the grid. Find new sources. Eliminate the monopoly. Those could be the headlines from newspapers covering the introduction of electricity into the City. This power source which we take for granted was a new technology in 1881. It threatened the gas monopoly, created opportunities for dozens of new companies and forced City leaders to develop processes and procedures—bureaucracies even—to deal with it.

Regulating the new source of power initially fell to the Board of Commissioners of Electrical Subways. But do not jump to conclusions. This Board was not concerned with transit but with the installation of underground cables and electrical conductors—“subways” in lieu of the spaghetti of wires that criss-crossed the City on above-ground poles. Authority then passed to the Department of Public Works’ Bureau of Lamps and Gas. That Bureau shared power with the three-person Board of Electrical Control in the administrations of Mayor Hugh Grant and Thomas Gilroy and reverted back to the Bureau of Lamps and Gas in 1895. A suggestive, un-dated memo from an anonymous source in the Grant files severely criticized the Board for “practically giving away” the franchises to install lights and recommended that “The Board should be moved from the boudoir in Wallack’s Theatre building owned by one of the commissioners to suitable offices in or near the City Hall. Then the Department of Public Building Lighting and Supply took the reins.  By 1918, the Department of Water Supply, Gas and Electricity handled the work.  But by this point, the Department’s major responsibility was water, not electricity.

Plans for electric-arc street lights. Mayor William R. Grace Papers, NYC Municipal Archives.

Plans for electric-arc street lights. Mayor William R. Grace Papers, NYC Municipal Archives.

This was a transformative period in the City’s history. Waves of immigrants, principally from Southern and Eastern Europe arrived. New industries sprung up. The late 19th century was a period of innovation and improved living conditions. And of course, there was the 1898 consolidation of the greater City of New York consisting of five boroughs which brought opportunities and new municipal headaches.

Into this heady mix add the invention of a new means of generating and managing electrical power. Tinkerers had played with electricity for decades and even created light bulbs. But there wasn’t a practical use until Thomas Edison invented the incandescent light bulb, which had a carbon filament that could provide light for up to 600 hours. Based in Menlo Park, NJ his new invention was used to light streets in that locale. Shortly thereafter, in 1879, he founded the Edison Electric Illuminating Company of New York City, worked to distribute electricity along a grid, developed generators and built the first power generating station—The Pearl Street Station. The plant converted coal to electricity and in September 1882, building interiors, as well as streets, in about 80 locations in lower Manhattan were alit.

Mayor William R. Grace Papers, NYC Municipal Archives.

Mayor William R. Grace Papers, NYC Municipal Archives.

Although Edison is commonly thought to be the first to illuminate a New York City street, the honor actually belongs to the Brush Electric Company which lit up Madison Square Park and Broadway in 1880. The company previously had demonstrated the effectiveness of its arc-lighting system by successfully installing street lights in Wabash, Indiana and Cleveland in 1879. This led to street lighting contracts in other cities, including New York. Thus began the competition between gas and electrical light providers that would eventually produce Consolidated Edison. The electric “arc” lamps actually cast more light than gas lamps. It appears that each electrical arc light could cast sufficient brilliant light to replace four or five gas lights. While the brighter lights were lamented by some who preferred the softer yellow glow emitted from the gas lamps, they appealed to business owners whose merchandise could be viewed in store windows throughout the night.

Mayor Hugh J. Grant Papers, NYC Municipal Archives

Mayor Hugh J. Grant Papers, NYC Municipal Archives

Records in the collections of Mayors Grace, Hewitt, Grant, Gilroy, Strong, Van Wyck and McLellan provide information on the electrification of New York City in the period between 1880 and 1909. The files combine the humdrum business of government with correspondence and reports that grapple with the challenge of safely integrating new technologies on the streets of the City. There are lists of streets from which wires and poles are to be removed; analyses of bids to light up the City; reports on individuals electrocuted; complaints, permits and contracts. There even are two remarkable pages that show the 1886 design of a proposed sidewalk arc light and the safety features below the street.

Back to the wires. There were dead wires, live wires, telegraph and telephone wires. Fire Department wires. Police Department wires.  All in all a tangled mess of poorly insulated cabling. And they presented real dangers, as illustrated by a letter documenting a death due to electrocution.

Statistics about electrocutions are scant in the Mayoral papers but these tragedies were not uncommon. The coroner’s report from a 1889 death caused by electric shock stated that “the overhead electric wires in this city are a constant danger to life”. Further, it urged the authorities to take “Immediate and vigorous action in the direction of placing underground all overhead electric wires in the city. Shortly thereafter the Board of Electrical Control took up the topic of poorly insulated wiring and Mayor Grant offered a resolution for the Electrical Expert to have all the improperly insulated wires removed immediately. The Board did not adopt the motion. The Mayor stated, “Rather than have a death occur from one of those wires, knowing that I was responsible for it, I would not care if all the electric lights in the city stopped. Four days later, Mayor Grant ordered all of current for the electric arc lights to be turned off. This plunged the City into “endless tunnels of gloom” as reported by The New York Times.

This is New York, so there were complaints about dangerous poles, tangled wires and inappropriate wires. Several residents complained of dead poles. Others demanded more lights. One letter received in the Mayor’s Office, logged as Complaint #336 and referred to the Board of Electrical Control is particularly winsome: “Will you kindly inform me how I can obtain relief from the Telegraph and Telephone Companies who have taken possession of the clothes poles of my roof?”

Mayor William L. Strong Papers, NYC Municipal Archives.

Mayor William L. Strong Papers, NYC Municipal Archives.

The “Electrical Expert” employed by the City reported regularly on the removal of wires and poles. One report documents the condition of “wires on the roof of the City Hall”.  A total of nineteen wires, ten from telephone and telegraph companies, five from the police department and four dead wires topped the building. The live wires were slated to run inside a flue that would run from the roof to the cellar and the wires would no longer be visible.

By 1887, regulations were in place to regulate the removal and installation of the poles from which wires were strung and mandating the conversion to subterranean cabling. The poles and their wires were an eyesore and a danger. One company that cornered the market installing the subterranean grids was The Edison Electric Illuminating Company of New York. In a 1891 letter from an Edison vice president to a company attorney noted that the City was spending $1 million annually to pave streets/sidewalks and lamented, “It is of course unfortunate that both the electrical installation and the work of paving should be in this transitional state at the same time, repeating probably the experience of the gas companies a generation ago. “ The company was attempting to install their boxes before the pavement was laid, a familiar story to New Yorkers today.

As the subways were completed, the Board of Electrical Control or its predecessors would issue an order to the company controlling the area requiring that the poles and wires be removed. Demand was expanding so quickly that the Board issued temporary permits in order to accommodate the demand. The City was growing. Between 1880 and 1900 the population more than doubled from 1,206,299 to 3,437,202 residents. Moving all of those people required improvements in transportation and electricity led to the replacement of steam engine powered trains with the quieter electric powered trains on the elevated lines. By this time, it was clear that electricity was desired not just to light the City’s streets but to brighten up commercial establishments, speed up factory work and modernize residential buildings. Special exhibits showcased electrical appliances for the home, building a new market.

In 1885, the City (which meant Manhattan and parts of what became the Bronx because this precedes Consolidation) appropriated $716,700 “for lighting the streets, parks and public places of the city” and solicited bids for the work. Beginning in the 1820s when the State issued a contract to the New York Gas Light Company and continuing into the mid-1930s, City streets were largely lit by gas lights. The electric “arc” lamps actually cast more light than gas lamps. It appears that each electrical arc light replaced four or five gas lights. The brighter lights were lamented by some who preferred the softer yellow glow emitted from the gas lamps. The nine bids that were received reflected this—seven of the nine were from gas companies. The multiplicity of companies appear largely to be geographically based which is reflected in the names: Manhattan Gas, Yonkers Gas, Northern Gas, Harlem Gas, etc. And then there was the Consolidated Gas Company which in 1884 created a new company out of several smaller gas providers, according to the Poors Manual of Public Utilities, starting a trend.

By 1899, all of the smaller companies had become subsidiaries of the Consolidated Gas Company. Its bid covered “all the streets and public places now lighted by the Brush and United States Electrical Light Companies, and all the lamps now lighted under the existing contracts by the New York, Manhattan, Metropolitan and Harlem Gas Companies”. The workers who lost their jobs due to  this new monopoly petitioned City and State officials and  urged “prompt and speedy action to obtain for the City of New York the right to maintain its own gas works and mains and to furnish to this city the gas required for fuel, light and other purposes, at the minimum price consistent with the expenses of such a public work, or to favor any measure which may offer immediate relief to the citizens of this city from the control and capacity of the existing  companies.”

Mayor Hugh J. Grant Papers, NYC Municipal Archives

Mayor Hugh J. Grant Papers, NYC Municipal Archives

In 1900 the Edison Company and Consolidated Gas merged. By 1919 the Consolidated Gas Company was a vertically integrated company producing gas meters, electric meters, current. It had gobbled up several of the smaller electrical companies as subsidiaries including the Astoria light, Heat and Power Company.

In 1904, no less a dignitary than future New York Governor, Republican Presidential nominee and eventual Chief Justice of the U.S. Supreme Court, Charles Evans Hughes, led a state investigation into utility companies. The four-volume transcript reveals a good deal of messy bookkeeping as part of the extensive consolidation of gas generating companies into one large entity: the Consolidated Gas Company.

In 1928 The New York Edison Company published a book, Towers of Manhattan, featuring sketches of various new skyscrapers that comprised “a skyline of surpassing interest and beauty.” It included a sketch of the company’s headquarters and also, in an act of conceit, the power plant located at 14th Street and the East River. The preface pays homage, though, to the successful work of the bureaus and bureaucracies, remarking on the “inexhaustible supply of electric energy which passes unseen and unrealized under the streets of New York—over the copper threads which link these unique buildings to the great power plants on the water front.”

Illustrations. Towers of Manhattan, The New York Edison Company, 1928. Municipal Reference Library

Illustrations. Towers of Manhattan, The New York Edison Company, 1928. Municipal Reference Library

Illustrations. Towers of Manhattan, The New York Edison Company, 1928. Municipal Reference Library

Illustrations. Towers of Manhattan, The New York Edison Company, 1928. Municipal Reference Library

 

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