Private and Parochial Schools

Elementary School

Secondary School

(R.C.) Roman Catholic

(J) Jewish

Other affiliations indicated on map

Plan For New York City, 1969
© New York City Planning Commission

Scale: 1" = 2 miles

ABOVE:

Doorknob.
Charles Harbutt, Magnum

TOP LEFT:

Public school in Harlem.
Charles Harbutt, Magnum

BOTTOM LEFT:

Head Start program at the Henry Street
Settlement House.
Ken Heyman

CENTER:

John Adams High School in Queens.
Charles Harbutt, Magnum

BOTTOM CENTER:

I.S. 55 in Brooklyn.
Richard Kalvar

TOP RIGHT:

F.S. 80 in The Bronx.
Charles Harbutt, Magnum

BOTTOM RIGHT:

Private school in Manhattan.
Ken Heyman

Public Schools

Primary School

Middle School

High School

E-566

Capital Budget project number

Scheduled new facility

Improvement to existing facility

E-1552

Project appears only in 5 year Capital
Improvement Plan

Vicinity location for new project

New York City Board of Education

Plan For New York City, 1969
◎ New York City Planning Commission

Scale: 1" = 2 miles

Fire Stations

Fire Station

F-420

Capital Budget project number

Scheduled new facility

F-417

Fire inspection districts

Vicinity location for new facility

New York City Fire Department

Scale: 1" = 2 miles

## Police Precinct Stations

* Police station

PO-135

* Capital Budget project number

* Scheduled new facility

PO-123

* Vicinity location for new facility

* Improvement to existing facility

PO-107

* Project appears only in 5 year Capital Improvement Plan

25

* Police precinct

New York City Police Department

24th Precinct stationhouse.
Ken Heyman.

Scale: 1" = 2 miles

## Non-office activities

So far, the analysis has dealt mainly with office buildings. The way other CBD activities fit into the whole follows their function, too. For example, Fifth Avenue, the major shopping street, is relatively low amid the skyscrapers. This allows more sunlight to fall on window-shoppers. The theater district also is low. Restaurants of all price ranges and specialty shops proliferate in the low buildings among the tall.

## The basic form at several scales

The basic form of the Region, then, is a series of clusters. The largest consist of high buildings, mainly offices, surrounded by somewhat lower ones—department stores and apartments. Surrounding the large business clusters are low apartments and one-family houses, low shopping centers, factories and local offices.

The basic form of the largest of those regional clusters, Manhattan's central business district, itself is made up of two huge clusters of high office buildings, Midtown and Lower Manhattan, surrounded by somewhat lower buildings.

And within the larger of these two clusters, Midtown, three clusters can be seen, Grand Central, Rockefeller Center and Penn Station, with channels and basins of "lows" among them.

This form arises from functional considerations and gives rise to the strong physical sense of the Region, of the City and of the CBD. Aesthetically and functionally, the clustering is beneficial.

photo by Stan Shebronsky

[PLATE 102]
**Metropolitan Elevated Railroad Station at 14th Street, c. 1879**

At the right, beyond the delicate Victorian tracery of the 14th Street station of the Metropolitan Elevated Railroad (after a design by the painter Jasper Cropsey suggesting Swiss chalet architecture), is the R. H. Macy store in its early location at the southeast corner of Sixth Avenue. The shadows indicate that it is almost noon; drawn shades on the Macy store and the deserted street (save for the "ghosts" at the street level entrances to the el) suggest that this is a Sunday view. Far along 14th Street, at the left, trees mark the location of the Scotch Presbyterian Church.

The elevated railroad, which plunged the first floors of old buildings into shadow, was not always viewed as an assault to eyes and ears. In the 1893 edition of King's Handbook the elevated is praised as "the crowning achievement in solving the problems of rapid transit. By its aid the New-Yorkers fly through the air from end to end of their teeming island at railway speed and in comfortable and well-appointed cars . . . high above the streets . . . in a fresh and wholesome atmosphere."

# Mass Transit Program
## New York City

Regional trends of HOUSING

Suburban counties recorded large percentage gains from 1950 to 1960 as vacant areas were developed with new housing. Suffolk's housing inventory doubled and five other counties gained more than 50 percent. However, New York City predominated in total amount of residential construction, accounting for one out of every three new units built in the 22-county region.

... What PEOPLE Call It

Far from being a city of the very rich and
very poor, New York is dominated by the
"great middle class." Half of all families
here earned more than $6,091 in 1959,
eight per cent more than the comparable
national figure. Still, one New Yorker in five
lives under conditions of poverty, mainly
in older, higher-density neighborhoods-
an overriding challenge in planning for
the future.

... What PEOPLE think

Far from being a city of the very rich and very poor, New York is dominated by the "great middle class." Half of all families here earned more than $6,091 in 1959, eight per cent more than the comparable national figure. Still, one New Yorker in five lives under conditions of poverty, mainly in older, higher-density neighborhoods-an overriding challenge in planning for the future.

UPPER WEST SIDE

New Station,
Less Pavement
At West 72d St.

For more than a decade, residents of the Upper West Side have been grousing about the 72d Street subway station, with its rush-hour crowds snaking slowly and precariously up and down five narrow staircases.

But a new plan to ease overcrowding below ground is having unexpected consequences above ground. Some residents and managers of businesses are worried.

A sweeping New York City Transit plan to expand the number of entrances to the station by building a second station building could sharply narrow the sidewalk on the west side of Broadway.

Some residents say they were not adequately advised about the changes, which may take place as early as spring 1999. In a March 26 letter to transit officials, Deborah and Herbert A. Goldstein, who live near the station and describe themselves as frequent subway users, said they never received one of the 10,000 brochures distributed by transit officials last October and were never notified of a meeting with transit planners, which also took place that month.

The renovation plan would expand access to the subway by taking over three of the six lanes of Broadway, more than doubling the area of Verdi Square. This expanded pedestrian plaza would have a second, 4,000-square-foot station building, twice as large as the present one. Transit planners expect little impact on traffic from eliminating the lanes, which are now used largely by buses. After the renovation, vehicles on Amsterdam Avenue would turn left on West 73d Street to travel north on Broadway.

But the expanded Verdi Square would encroach a few feet onto the three remaining lanes of Broadway. The elevators of the new station would have to be directly over the subway tracks, thus extending the square several feet west. To continue to

allow parking on Broadway. the planners would have to narrow the sidewalk by as much as eight feet.

Mr. Goldstein thinks narrowing would be "disastrous," creating a bottleneck around a Chase Manhattan branch's wheelchair ramp, which juts more than a third of the way onto the sidewalk. A Chase Manhattan spokeswoman said sidewalk narrowing would not affect the branch's business.

The Rev. Byron E. Shafer of the Rutgers Presbyterian Church, on 73d Street, which is landlord to the Chase branch and a Work-bench furniture store on Broadway, said narrowing would "create more congestion, especially since we've already lost two or three feet of space to sidewalk booksellers." Deborah Settele, general manager of the store, said narrowing would hurt business by "making people less comfortable walking out of the store with a lamp or a chair onto a severely crowded sidewalk."

The committees of Community Board 7 have varied opinions. The transportation committee favors narrowing the sidewalk because it believes parking eases traffic. The parks committee opposes it, hoping to retain several trees on a barren stretch of Broadway. The full board is to vote on Tuesday.

ANTHONY RAMIREZ

Original proposal for developing air-rights over tracks would be most economical as a continuous construction process. Modified proposal lends itself to being built in increments.