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100 Park Avenue Building |
The 100 Park Avenue Building, formerly known as the Medical Arts Building, is a high-rise in downtown Oklahoma City. The 100 Park Avenue Building has 12 stories and is 160 feet (49 m) tall. The building is constructed in the Art Deco style and was designed by Solomon Andrew Layton.[2] It opened in 1923, at which point it was the tallest building in Oklahoma City. |
Architecture |
Art Deco style emphasizes geometric forms: spheres, polygons, rectangles, trapezoids, zigzags, chevrons, and sunburst motifs. Elements are often arranged in symmetrical patterns. Modern materials such as aluminum, stainless steel, Bakelite, chrome, and plastics are used. Colors tend to be vivid and high-contrast.[3][4][5][6][7] |
See also |
References |
This article about a building or structure in Oklahoma is a stub. You can help Wikipedia by expanding it. |
This article related to Oklahoma City is a stub. You can help Wikipedia by expanding it. |
10 East 40th Street |
10 East 40th Street or the Mercantile Building is a skyscraper on 40th Street in Midtown Manhattan, New York City, in the middle of the block between Fifth and Madison avenues, extending back to 39th Street. Designed by Ludlow and Peabody and built by Jesse H. Jones, it was finished in 1929 and is an example of Renaissance Revival architecture.[2] When it was built, it was the fourth-tallest tower in the world.[3] |
It is 632 feet (193 m) high, with 48 floors, and contains 350,000 sq ft (33,000 m2) of office or mixed-use space.[2] |
History |
It was previously known as the Chase Tower, after its first tenant, Chase Brass & Copper. Its owner until his death in 1938 was Frederick William Vanderbilt. |
During the 1970s, the building housed part of the Mid-Manhattan Library.[4] In September 2002, the building's lobby was renovated, restoring the 15-foot (4.6 m) ceilings. Current tenants include the Moroccan consulate. |
Last building on the direct current grid |
On November 14, 2007, the building became the final site to be removed from Thomas Edison's original direct current grid in New York City.[5] |
The building was completed in 1929 when 90 percent of the electricity in lower Manhattan was direct current.[6] In that year New York Edison announced plans that it was going to convert the entire system to alternating current. The last 2 rotary converter substations generating direct current (at West 26th and West 39th Street) were retired in 1977 and the DC conversions were handled by solid-state rectifier units. The 2007 event shifted the responsibility for providing the conversion from Con Edison to the building via a local converter. Many of the buildings built in 1929 and before still use direct current with the local converter – most notably for elevators. The New York City Subway's third rail electric system is still direct current (with the Metropolitan Transportation Authority providing the local converters from AC to DC.[7] |
See also |
References |
External links |
10th Street Market |
10th Street Market, also known as the Swan's Market, Oakland Free Market or the Sanitary Free Market, was a commercial market district in Oakland, California. 10th Street Market was built in 1917 and expanded in 1926. It was named to the National Register of Historic Places on August 3, 2001. It is now known as Swan's Marketplaces,[2] a mixed-use[3] commercial[4] and residential[5] area.[6] In 2001 Swan's Marketplace was awarded the Rudy Bruner Award for Urban Excellence silver medal.[7] |
See also |
References |
This article about a property in Alameda County, California on the National Register of Historic Places is a stub. You can help Wikipedia by expanding it. |
1100 Grand Concourse |
1100 Grand Concourse is a co-operative apartment building located in the Concourse neighborhood of the Bronx, New York City. It was built in 1928 and was originally called the John Ericsson Building; John Ericsson's name can still be found in several parts of the structure. It has been considered by The New York Times as one of the most prominent residential buildings in the Bronx.[2] |
The building is part of the Grand Concourse Historic District.[1] |
Notable residents |
Image gallery |
References |
This article about a building or structure in the Bronx is a stub. You can help Wikipedia by expanding it. |
This article about a historic property or district in Bronx County, New York, that is listed on the National Register of Historic Places, is a stub. You can help Wikipedia by expanding it. |
111 Eighth Avenue |
111 Eighth Avenue, also known as the Google Building and formerly known as Union Inland Terminal #1 and the Port Authority Building, is an Art Deco multi-use building in the Chelsea neighborhood of Manhattan, New York City. Fifteen stories tall and occupying an entire city block, it has 2.9 million square feet (270,000 m2) of floor space, more than the Empire State Building. |
The Port of New York Authority began acquiring the land on the building's site in 1930, against the protests of local residents. It was completed in 1932 and served as an inland terminal for the Hudson River piers and as a warehousing and industrial facility. Occupancy fell to 50 percent in the 1970s due to the decline of industrial activity in Manhattan, and the Port Authority itself moved to the World Trade Center in 1973. In the 1990s the building began to attract tenants in the technology and telecommunications sectors. In 2010, the building was purchased for $1.8 billion by Google, who became its largest tenant; Google's presence helped attract other technology companies to Chelsea and contributed to the neighborhood's ongoing gentrification. Aside from Google, the building is also home to a cancer treatment center and a black box theater. |
Description |
111 Eighth Avenue occupies the full city block between Eighth and Ninth Avenues and 15th and 16th Streets in the Chelsea neighborhood of Manhattan, New York City.[1] The building, completed in 1932, was designed by Lusby Simpson of Abbott, Merkt & Co.[2][3] The building is 15 stories tall and has 2.9 million square feet (270,000 m2) of floor space, more than the Empire State Building;[4][a] the individual floors are nearly 4 acres (1.6 ha) in area and have 14.5-foot (4.4 m) ceilings.[5] It has a rooftop helipad[2] and penthouse floors on either end of the building.[9] |
Its exterior is in the Art Deco style[10] and features recurring seagull motifs.[5] The walls are largely made of brick, with granite bases; the first two stories are limestone, and copings and finials are of terracotta.[11] Because of the warehouse mission of the building, it was able to avoid some of the setback rules that greatly reduced the buildable space available for the skyscrapers that mark the Manhattan skyline.[12][13] |
Features |
Original use |
The building had a multipurpose design when it opened in 1932, with the first floor and basement designated as "Union Inland Terminal #1", which was to be used to transport goods by truck to and from railroad lines and shipping piers on the Hudson River.[14] Cargo was dropped off along 15th Street, sorted inside the building, and picked up from the 16th Street side.[15] The building included four truck elevators, each of which had a 40,000-pound (18,000 kg; 20-short-ton) capacity and could travel at up to 200 ft/min (61 m/min).[16] These elevators measured 17 by 34 feet (5.2 by 10.4 m) across, and they lifted trucks into pits measuring 3.5 feet (1.1 m) deep and 38 by 90 feet (12 by 27 m) across.[17] There were also 12 package elevators and 18 passenger elevators.[18] Freight companies used the elevators to deliver cargo directly to tenants, in contrast to other industrial buildings in New York City, where cargo was dropped off at ground level.[17] |
The second floor contained Commerce Hall, designed for exhibitions.[19] The upper floors were intended for manufacturing.[12][13] Each floor covered 165,000 sq ft (15,300 m2).[20] There were 16 loading docks on each floor.[21] On the 15th floor, which contained the Port Authority's offices, engineer Aymar Embury II designed a 325-seat auditorium decorated in green and blue. The New York Herald Tribune said was the "first auditorium designed for commercial purposes in a strictly commercial structure".[22] |
Current use |
The building's design retains vestiges of its original industrial purpose, including truck-sized freight elevators and floors built to support heavy loads.[1] As of 2008[update], two of its original truck elevators were still in use, in addition to nine other large freight elevators and fourteen passenger elevators.[9] The floors of the two lobbies originally each had a large bronze seal of the Port Authority embedded in them; one of these was removed and converted into a coffee table as a retirement gift for Port Authority director Austin J. Tobin.[23] It is also noted for its unobstructed views of the Manhattan skyline.[24][5] The building has direct access to the 14th Street/Eighth Avenue station of the New York City Subway;[25] when the building opened, a staircase at 15th Street and Eighth Avenue led directly to the subway station in the basement.[26] |
History |
Union Inland Terminal #1 and Port Authority Commerce Building |
By the early twentieth century, the West Side of Manhattan was plagued with heavy traffic because of the tangle of street-level passenger and freight trains on the West Side Line, cargo unloading from the busy Hudson River piers, and the lack of suitable warehouse facilities.[7]: 140–151 The situation led the Port of New York Authority to commission the construction of a large inland terminal at 111 Eighth Avenue.[27] It was designed to alleviate the traffic problem by streamlining the distribution of goods within a single location. Instead of cargo being picked up directly at the piers, it would be brought to the building to be consolidated, where trucks could pick up all their cargo in a single stop.[5] A concurrent project, the West Side Improvement Project, replaced the West Side Line with the original High Line elevated railway, which ran a few blocks away from 111 Eighth Avenue; it began full operation in 1934.[28] |
Construction |
In May 1930, the Port Authority and all of the railroads in the Port of New York agreed to build a "union inland freight terminal" between Eighth Avenue, 15th Street, Ninth Avenue, and 16th Street.[29][30] The terminal was planned to cost $15 million and would include office space,[30][31] as well as large driveways and about 7 acres (28,000 m2; 300,000 sq ft) for sorting freight.[32] The structure was to be known as Inland Terminal No. 1 because the Port Authority hoped that similar freight terminals would be constructed across the city.[33] At the time of the announcement, the Port Authority already owned half of the block, which it had acquired for $1.5 million.[31] Most of the block had been occupied by houses, except for a factory in the middle of the block on 15th Street.[34] The New York City Board of Estimate approved the proposed terminal's site in June 1930.[35][36] The Port Authority acquired additional land on the building's site throughout the rest of the year, despite the protests of local residents.[37] By October 1930, the Port Authority had bought 85 percent of the site and was preparing to acquire the remaining buildings through condemnation.[38] |
A contract for the demolition of existing structures was awarded in December 1930.[34] Twelve railroads signed an agreement with the Port Authority to use the new terminal at the beginning of January 1931,[39][40] and contractors immediately began razing the site.[40][41] The Godwin Construction Company was contracted in April 1931 to excavate the site and construct the building's foundations.[42] A groundbreaking ceremony for the freight terminal, attended by New York State governor Franklin D. Roosevelt, took place on April 30, 1931.[43][44] That September, the Port Authority received bids for the construction of the building's superstructure; the Turner Construction Company submitted a low bid of $7.591 million.[45] Construction required 120,000 cubic yards of concrete, 65 miles of piping, and 12 million bricks,[11] as well as 160,000 barrels of cement.[46] The Port Authority also paid to widen the streets on all four sides.[47] |
Four hundred railroad managers were invited to inspect the new terminal on September 9, 1932.[48][49] Inland Terminal No. 1 was formally dedicated the next week, September 16, though the building was not at that time fully completed.[50][51] At the time it was the largest building in New York City.[11] The building ultimately cost $16 million;[50] the superstructure alone cost $8 million to $9 million.[33] Shippers and consignees began using a 265,000-square-foot (24,600 m2) freight terminal on the basement and first floor on October 3, 1932.[52] Only the basement and ground story were open at the time; the upper stories, intended for light manufacturing, were not expected to be completed until the end of the year.[53] Real-estate experts cited Inland Terminal No. 1 as one of several developments that were contributing to the growth of businesses in Chelsea.[54] The final dedication of the building occurred on February 25, 1933, with a ceremony attended by Port Authority, New York City, and New York state officials.[55][56] A banquet was held in one of the building's truck elevators to mark its dedication.[21] |
Opening and early years |
Tenants had begun moving into the upper stories even before the building's dedication.[57] By the beginning of 1933, eight hundred shipping firms were using the terminal to ship outbound freight, while fifty shippers received inbound freight there.[58] Upon the building's opening, the Port Authority leased the terminal to the New York Central Railroad, the Pennsylvania Railroad, the Lehigh Valley Railroad, the Erie Railroad, the Baltimore & Ohio Railroad, the Lackawanna Railroad, the New York, New Haven & Hartford Railroad, and the Central Railroad of New Jersey.[59] Each railroad paid the Port Authority ten cents for every 1 short ton (0.89 long tons; 0.91 t) of freight handled at the terminal.[60] The terminal was to be used by all shippers in Manhattan between Houston Street to the south and 23rd Street to the north.[61] At the time of construction it was estimated to be capable of handling one-third of the 680,000 annual tons of less-than-carload freight at the port.[59] Among the terminal's tenants during the 1930s were the Woolworth Company,[62] Rand McNally,[63] the New York Trust Company,[64] and offices of the Works Progress Administration.[65] |
The Port Authority hired Caldwell, Garvan & Bettini in October 1933 to construct a lobby, stair, and foyer for Commerce Hall on the building's second floor.[26] Commerce Hall opened on December 8, 1933, with an exhibit of Ford Motor Company vehicles.[19][66] The terminal saw early success in reducing truck traffic to and from the railheads. For instance, on May 25, 1936, 250 trucks brought cargo to the building that was consolidated into only 37 trucks to take to the ferry terminals.[67] Commerce Hall hosted the National Business Show for several years in the 1930s.[67] By February 1938, all of the building's space had been rented, despite the ongoing Great Depression.[68] After Commerce Hall was closed in 1938, the floor was converted to regular commercial use.[69] |
1940s to early 1970s |
The Board of Estimate approved an agreement in 1940, in which the Port Authority would make annual $60,000 payments in lieu of taxes on the building.[70][71] The building remained 95 percent occupied at the time.[72] Its tenants during the early 1940s included Sears, Roebuck and Company,[73] as well as a regional office for the Second Corps Area.[74] In spite of a decline in freight traffic during World War II, the Port Authority retained a good credit rating and, by 1945, had drawn up plans for two new freight terminals in the New York metropolitan area.[75] The Port Authority's 1949 report noted a significant decrease in freight handling at the building due to an overall shift in Manhattan from rail to trucks for transporting goods.[76]: 80 Around this time, the Port Authority constructed additional inland terminals intended for truck traffic: the New York Union Motor Truck Terminal in 1949 and the Newark Union Motor Truck Terminal in 1950.[77]: 96 |
The Port Authority began erecting a helipad on the building's roof in November 1950,[78][79] and the helipad opened on May 31, 1951.[80][81] It was the site of an accident on July 13, 1955, when a Bell 47 helicopter operated by the Port Authority crashed shortly after take-off and fell, in flames, onto the fifteenth floor, where it became stuck. The pilot and his only passenger survived with injuries.[82][83] The last of the railroad companies left the building in 1963.[84] The shipping and manufacturing industries in Chelsea declined significantly during the 1960s, as firms moved from the neighborhood to elsewhere in the New York metropolitan area.[85] The building remained the Port Authority's headquarters until the agency moved to the new World Trade Center in 1973.[5] |
Sylvan Lawrence ownership |
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