Detroit Publishing Company

Great Hall, Metropolitan Museum of Art, New York City (1)

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Looking south in the Great Hall in the Metropolitan Museum of Art, around 1907. Image courtesy of the Library of Congress, Detroit Publishing Company Collection.

The scene in 2019:

As discussed in an earlier post, the Metropolitan Museum of Art has been at its current location on Fifth Avenue since 1880, although it has gone through numerous expansions over the years. Perhaps the most architecturally-significant addition came in 1902, when a new main entrance was constructed in front of the older portion of the building. It was designed by prominent architect Richard Morris Hunt, and it featured ornate Beaux-Arts designs on both the exterior and interior.

The front entrance, located on the left side of the scene beyond the columns, opens into the Great Hall, which is shown here in this scene from the second floor balcony. Like the exterior, most of the interior here is made of limestone, and its ceiling consists of three domes supported by arches, which correspond to the three arches on the Fifth Avenue facade of the building. From here, visitors could proceed to the main portion of the museum by way of the Grand Staircase beyond the columns on the right, which was also designed by Hunt.

The first photo was taken within about five years after this wing was completed. At the time, the museum had a severe shortage of gallery space, and the Great Hall was used to display statues. This was probably not Hunt’s original intent for this space, though, and sculptor Augustus Saint-Gaudens criticized it for being inadequate for such use. In 1905, he remarked, as quoted in The Metropolitan Museum of Art: An Architectural History, about “the dismal failure of Hunt’s hall for sculpture there. It may be good architecture and a glorious bath of Caracalla thing, but it’s a damn bad gallery for the proper disposition of works of art.”

As the first photo shows, the collection on display here in the Great Hall included a mix of both ancient and modern works. Many of these works are still owned by the museum, and one of the most notable of these is Bacchante and Infant Faun, which stands in the bottom center of the photo. Created in 1894 by Frederick William MacMonnies, this bronze sculpture was a gift of architect Charles Follen McKim, whose firm of McKim, Mead & White would later design several large additions to the museum.

Further in the distance, other identifiable works include, from roughly left to right, Medea (1869) by William Wetmore Story, Fisher Boy (1857) by Hiram Powers, The Bather (1894) by Edmund Austin Stewardson, Sappho (1895) by Count Prosper d’Epinay, Bohemian Bear Tamer (1888) by Paul Wayland Bartlett, Hector and Andromache (1871) by Giovanni Maria Benzoni, and Cleopatra (1869) by William Wetmore Story.

There are also at least three ancient sculptures here, with a large bronze statue of emperor Trebonianus Gallus (A.D. 251-253) standing between the columns in the distant center of the scene, and two headless statues of women on either side of it. The one on the left in this view is Greek, dating from the second half of the 4th century B.C., and the one on the right is a Roman copy of a Greek statue of Eirene, which was carved around A.D. 14-68. Both of these statues are now on display only yards away from where they once stood in the first photo, in a gallery beyond the columns in the distance.

Today, the Metropolitan Museum of Art has grown far beyond the confines of its early 20th century facility. The Great Hall is now used almost exclusively as an entrance hall, with only a few works on display here. In the present-day scene, there is an information desk in the center of the Great Hall, with ticket counters in front of the columns at both the north and south sides of the room. On the second floor balcony, on the left side of this view, is a cafe. Otherwise, though, the architecture itself has remained essentially unchanged since the Great Hall was completed more than a century ago, and it continues to welcome visitors into the museum, with nearly 6.5 million people passing through here in 2019.

Metropolitan Museum of Art, New York City (2)

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The Metropolitan Museum of Art, seen from the corner of 5th Avenue and East 83rd Street, around 1903. Image courtesy of the Library of Congress, Detroit Publishing Company Collection.

The view around 1904-1909. Image courtesy of the Library of Congress, Detroit Publishing Company Collection.

The scene in 2019:

As discussed in more detail in the previous post, the Metropolitan Museum of Art has been at this location on 5th Avenue since 1880, but the building has been dramatically expanded and altered from its original appearance over the years. The first two photos here, taken only a few years apart, show some of this work in progress during the early 20th century.

The original museum building was set back from 5th Avenue, as were two additions that were constructed in the 1880s and 1890s. A portion of the northern wing, completed in 1894, is visible in the distance on the right side of the photo, but the rest of the 19th century museum building is hidden from view behind the 1902 addition, which stands in the foreground of this scene. This wing extended the museum all the way to 5th Avenue, and provided a grand main entrance that remains in use today.

This section of the building was designed by prominent architect Richard Morris Hunt, who is perhaps best remembered for designing Gilded Age mansions for affluent New York families such as the Vanderbilts. He was the first American to attend the École des Beaux-Arts in France, and this is reflected in his works, which are generally in the Beaux-Arts style. The museum expansion was among his last commissions, and he died in 1895, long before it was finished, so his son Richard Howland Hunt ultimately saw the project to completion.

The first photo was taken within about a year after this wing was completed. At this point, 5th Avenue was still not fully developed this far north, and there were still many vacant lots here in the vicinity of the museum, including one directly across the street in the foreground of the scene. The street itself was unpaved, and there are no automobiles in sight, but there is a mix of horse-drawn vehicles, including a delivery wagon on the extreme left, a stagecoach in front of it, and what appears to be a construction wagon on the far right. Next to this last wagon is the blurry image of a bicycle, and elsewhere there are a variety of pedestrians, including a man walking a small dog and several women with baby carriages.

Although the Hunt addition was only just finished, the museum was already preparing for further expansion. While architecturally impressive, it added little gallery space to the museum, as it consisted primarily of the Great Hall, which served as the museum’s main entrance, and the Grand Staircase, which connected the new wing to the original building. As a result, in 1904 the museum hired the architectural firm of McKim, Mead & White to design new wings, including one that extended north along 5th Avenue, on the right side of this scene.

The first photo does show some work occurring on the right side, although it does not seem clear as to whether this is related to the new wing or something else. However, by the time the second photo was taken a few years later, the expansion work was well underway. The exterior wall was largely completed by this point, but there was no roof yet, and the window here was an empty hole, with a brick wall visible beyond it. This project would eventually be completed in 1909, and four years later the northern side of the 5th Avenue facade was completed with the construction of another McKim, Mead & White addition.

As shown in the previous post, the museum would remain asymmetrical from this view for several years, but in 1917 a matching wing was built to the south, on the left side of this scene. This was the last significant change to the 5th Avenue side of the museum, but it would continue to expand to the rear, including a number of additions during the 1970s and 1980s. This incremental growth over the years has given the museum an interesting combination of architectural styles, and the original 1880 building is still standing, although it is now entirely surrounded by newer additions, with only small portions of the old exterior visible inside the building.

Pennsylvania Station, New York City

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Pennsylvania Station, seen from the corner of 7th Avenue and 31st Street in New York City, probably in 1912. Image courtesy of the Library of Congress, Detroit Publishing Company Collection.

Pennsylvania Station on May 5, 1962. Image courtesy of the Library of Congress, Historic American Buildings Survey Collection.

The scene in 2019:

During the heyday of rail travel in the late 19th and early 20th century, passenger stations in major cities were typically large, ornate buildings. As the first place that most travelers would see upon arriving in a new city, these stations sought to convey a strong first impression by demonstrating the importance and grandeur of both the city and the railroad company. Consequently, when the Pennsylvania Railroad—one of the largest corporations in the world at the time—constructed a rail line into the largest city in the country, it built what was arguably the grandest railroad station in American history.

Throughout the 19th century, the Hudson River was a major obstacle for railroad traffic heading to and from New York City. At the time, Manhattan’s only direct rail link was to the north, across the narrow Harlem River. This connected the city to upstate New York, New England, and other points north and east, but travel was much more difficult when heading south or west. In the absence of bridges or tunnels, the only way for these railroads to reach Manhattan was by ferry from the New Jersey side of the river.

As early as the 1880s there were proposals to bridge the Hudson, but these would have been prohibitively expensive, given the necessary height of the bridge and the amount of valuable Manhattan real estate that would have been required for the approaches. The only other option was to tunnel under the river, but this did not become a viable alternative until the development of electric locomotives, as there would have been no way to provide ventilation for steam locomotives in the tunnel. Even then, it would entail significant expense and engineering challenges along the way, not least of which was the difficulty of tunneling through the viscous mud on the riverbed.

The final plans consisted of two parallel tunnels under the Hudson River, which would bring Pennsylvania Railroad trains into the heart of Manhattan at a new station in midtown. This would be done in conjunction with the Long Island Rail Road, which was building similar tunnels under the East River. These tunnels would meet the Pennsylvania Railroad here at the new station, providing direct rail access to Manhattan for Long Island commuters.

Work on both the Hudson River and East River tunnels began in 1904, as did the excavation work for the new Pennsylvania Station. The station site occupied two full city blocks, and it was bounded by West 31st Street, West 33rd Street, 7th Avenue, and 8th Avenue, in the middle of the city’s Tenderloin neighborhood. This spot was four blocks west and nine blocks south of the city’s other major rail hub, Grand Central Terminal, which was operated by the Pennsylvania Railroad’s rival, the New York Central.

Pennsylvania Station included 11 tracks and 21 platforms, but its most notable feature was its above-ground portion, shown here in this view along 7th Avenue. The massive building was designed by the prominent architectural firm of McKim, Mead & White, and it is often regarded as their magnum opus. It featured ornate Beaux-Arts architecture, with an exterior of pink granite that was lined with columns and other classically-inspired elements. Here on the east side of the building, the main entrance was topped by a large clock, with allegorical representations of Day and Night on either side. The clock was also flanked by six eagles, with three on each side. All of these statues, along with the matching figures above the other three entrances to the station, were the work of noted sculptor Adolph Weinman, who is perhaps best known for designing the Mercury dime and the Walking Liberty half dollar.

On the interior, the main entrance opened to a 225-foot long, 45-foot wide arcade that was lined with shops. This led to the main waiting area in the center of the building, which spanned the width of the station from West 31st Street to West 33rd Street and featured a ceiling that rose 150 feet above the floor. It was said to have been the largest such waiting room in the world at the time, and it included ticket offices, baggage check windows, and telephone and telegraph offices, in addition to two smaller adjoining waiting rooms, with one for men and one for women. Beyond the waiting room, on the west side of the building, was the main concourse, with its distinctive iron and glass arched ceiling. The station also included two covered carriage drives, which led down to the lower level. These were located on the north and south sides of the station, and they were accessed here on the 7th Avenue side, beneath the pediments on the left and right side of this scene.

Pennsylvania Station was completed in the late summer of 1910, and part of it opened on September 8. The rest of the station opened on November 27, drawing an estimated 100,000 visitors throughout the day, in addition to the 25,000 passengers on the more than 80 trains that arrived and departed from here. Aside from a few short early morning delays the opening went smoothly, and the station was easily able to accommodate the large crowds. Reporting on the opening day, the New-York Daily Tribune described the station as a “fresh mechanical miracle,” and further noted:

And in thousands they flooded the acres of its floor space, gazed saucer eyed like awestruck pigmies at the vaulted ceilings far above them, inspected curiously the tiny details of the place, so beautifully finished, on their own level and pressed like caged creatures against the grill which looked down upon subterranean tracks, trains and platforms. W. W. Egan, the station master, was of the opinion that some of them had been there all night. There was no let up all day, at all events, and late last night the steel and stone palace still entertained its thousands of liliputian admirers swarming in and out and round about.

Aside from its colossal dimensions and great distances, the most noteworthy feature of this human achievement is its silence. It’s too big to be noisy, too dignified in its spaciousness for staccato sounds. The steady hum of its tense life spells only peace, like the drone of bees in a summer garden. The stealthy trains circulate in its underworld unnoticed. Even the announcers’ calls fade into faraway song, echoing in a canyon.

The hordes of sightseers caused no indigestion in the huge maw of this monster. Passengers came and went or waited without inconvenience or crowding, though they were outnumbered fifty to one. A delay here and there in providing car equipment, due to untried complications at the Harrison transfer station, only accentuated the general smoothness with which the eighty-four trains to and from the West were operated.

The first photo was taken within a year or two after the station opened, probably sometime in 1912. The presence of many horse-drawn vehicles suggests an early 1910s date, but the most helpful clues in dating the photo are the advertisements for Broadway shows, which are visible on the extreme right side of the photo. These productions, which include The Master of the House, The Little Millionaire, Hanky Panky, and Little Women, all premiered in either 1911 or 1912.

Penn Station, as it was commonly known, remained in use throughout the first half of the 20th century, with ridership here peaking during World War II. However, this quickly began to change after the end of the war, as commercial airlines and private automobiles began to eclipse railroads for long-distance travel. Railroads across the country began to struggle financially, including the once-mighty Pennsylvania Railroad, which had difficulty maintaining its iconic station here in New York.

This neighborhood, which had been a red light district prior to the construction of Penn Station, was valuable Midtown real estate by the mid-20th century. In addition, the cavernous station that had so impressed visitors in 1910 was both costly and underutilized, so in 1954 the railroad optioned the air rights to a developer. This agreement would allow for the demolition of the above-ground portion of the station, leaving only the tracks and platforms from the original structure.

Nothing came of this initial plan, but in 1962 the site became the subject of a new redevelopment proposal, which would involve demolishing the station, constructing a new, smaller station underground, and building a new Madison Square Garden and an office building atop it. The second photo was taken around this time, in May 1962, evidently as part of an effort to document the building’s architecture before its demolition. By this point, the interior had undergone some significant changes since the station opened, but the 7th Avenue facade was largely unchanged from this angle, aside from the accumulation of a half century of grime on the pink granite walls and columns.

These redevelopment plans caused significant controversy, as Penn Station was still a major New York landmark, despite the reduced importance of rail travel. However, demolition began in October 1963, just over a year after the second photo was taken, and the building was mostly gone by 1966. Madison Square Garden opened in 1968, and occupied the western two-thirds of the site. In the present-day scene, it is barely visible on the far left side of the photo. To the east of it is an office building, which stands in the foreground of the photo along 7th Avenue.

The reconstructed Penn Station was also completed in 1968, although almost none of it can be seen above ground aside from the entrances, one of which is visible in the lower right side of the photo. It remains in use as New York’s primary intercity rail station, and it is the busiest station in North America, with an annual ridership of over 100 million. However, it lacks all of the grandeur and architectural distinction of its predecessor, and its design is particularly unimpressive compared to the historic Grand Central Terminal, which still stands as the city’s other major railroad station.

In hindsight, though, the loss of the original Penn Station may not have been entirely in vain. The demolition helped to draw attention to the need for historic preservation, at a time when many important buildings were being lost to urban renewal projects in cities across the country. Here in New York, it led to the creation of the New York City Landmarks Preservation Commission, in order to protect significant buildings in the city. These included Grand Central Terminal, which was threatened by a similar redevelopment proposal that would have put a skyscraper atop the station building. This was successfully blocked by the Commission, and their ruling was upheld in a 1978 Supreme Court decision, thus preserving Grand Central in its historic appearance.

New York Public Library Main Entrance, New York City

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The main entrance to the New York Public Library at 5th Avenue and 41st Street, around 1911-1920. Image courtesy of the Library of Congress.

The scene in 2019:

As discussed in an earlier post, the main branch of the New York Public Library was completed here in 1911, on the west side of 5th Avenue between 40th and 42nd Streets. It was designed by the noted architectural firm of Carrère and Hastings, and it features an ornate Beaux-Arts exterior. Here on 5th Avenue, the main entrance consists of three archways, each flanked by a pair of Corinthian columns. Six statues stand above the entrance, and there are also others closer to the ground, including in the alcoves on the left and right, and the lions on either side of the stairway.

The first photo was evidently taken soon after the building was opened, because not all of the statues were installed by this point. The lions, designed by sculptor Edward Clark Potter, were here, but the statues in the alcoves—Beauty and Truth by Frederick William MacMonnies—had yet to be added. Above the entrance, a lonely statue stands on the far right side in the first photo, although it would later be joined by the other five figures.

Today, more than a century after the first photo was taken, the sidewalk in front of the library is significantly more crowded, as is the skyline in the distance. However, the library has remained standing throughout this time, with hardly an exterior changes in this scene aside from the additional statuary. Over the years, the lions have become probably the most recognizable feature here at the main entrance, and they have since come to represent the library itself, even appearing in its logo. The building itself remains in use as one of the world’s largest libraries, and in 1965 it was designated as a National Historic Landmark because of its architectural and historical significance.

Mount Vernon, Virginia (4)

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Looking south along the east piazza of the Mount Vernon mansion in Virginia, around 1900-1915. Image courtesy of the Library of Congress, Detroit Publishing Company Collection.

The scene in 2018:

As shown in the previous post, perhaps the most distinctive feature of George Washington’s Mount Vernon estate is the piazza here on the east side of the mansion, although it is not original to the house. The house was constructed in several stages, starting around 1734 when the future president’s father, Augustine Washington, built a small house here. This was later expanded twice by George Washington, first in 1758 with the construction of a full second story, and then in 1774 with additions on both the north and south sides, along with the piazza on the east side.

The mansion sits on a bluff about 125 feet above the Potomac River, and from here the piazza offers expansive views of the river and the Maryland shoreline on the opposite side. Following the American Revolution, George Washington had envisioned that the river would serve as the primary gateway to the west, with all of the resulting east-west traffic literally passing by his front door. He was even involved with establishing the Patowmack Company, which made navigational improvements further upstream. The river ultimately did not become the great trade route that he had hoped, but it did become the site of the new national capital of Washington, D. C., which was built only 15 miles upstream on Mount Vernon.

After George Washington’s death in 1799 and his widow Martha’s in 1802, Mount Vernon remained in the Washington family for more than 50 years. It steadily declined during this period, though, and by the late 1850s the piazza was in danger of collapsing, with ship masts being used to support the roof. Then, in 1858 the last Washington owner, John Augustine Washington III, sold the property to the Mount Vernon Ladies’ Association. This organization restored the mansion, and opened it to the public and a museum in 1860, making it one of the first historic house museums in the country.

Very little has changed here at Mount Vernon since then. The first photo was taken at the turn of the 20th century, showing at least nine visitors, mostly women, on and around the piazza. More than a century later, it looks essentially the same as it did then, with even the same style chairs still lined up here. The estate is still owned by the Mount Vernon Ladies’ Association, and it remains open to the public as one of the most popular tourist attractions in Virginia.

Mount Vernon, Virginia (3)

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The Mount Vernon mansion in Virginia, seen from the east side around 1900-1915. Image courtesy of the Library of Congress, Detroit Publishing Company Collection.

The scene in 2018:

As discussed in a previous post, which shows the house from the west side, Mount Vernon was the estate of George Washington, who lived here from 1754 until his death in 1799. This property had been in the Washington family since 1674, when it was acquired by John Washington. His grandson, George Washington’s father Augustine Washington, later owned the land, and around 1734 he built the original portion of this house, on the banks overlooking the Potomac River.

In 1739, Augustine Washington gave the property—which was then known as Little Hunting Creek—to his oldest son Lawrence. He subsequently renamed it Mount Vernon, in honor of his former commanding officer Admiral Edward Vernon, and he lived here until his death in 1752, when he was in his early 30s. Lawrence and his wife Anne had four children, although all of them died young, and shortly after his death she remarried to George Lee and moved out of the house.

Under the conditions of Lawrence’s will, Anne owned Mount Vernon for the rest of her life, at which point his brother George would inherit it. With the house vacant, though, Anne began leasing it to her brother-in-law starting in 1754, when George Washington was about 22 years old. In 1758 he expanded the house by adding a second story, and then in 1761 he gained ownership of the property upon Anne’s death.

In the meantime, in 1759 Washington married Martha Dandridge Custis, a wealthy widow who was a year older than him. They never had any children together, but Martha had two surviving children from her first marriage, and they grew up here at Mount Vernon. This was also around the time that Washington became involved in politics. He had served with distinction as a colonel in the Virginia militia during the French and Indian War, and in 1758 he was elected to the Virginia House of Burgesses, where he served until the beginning of the American Revolution.

Washington further expanded the mansion here at Mount Vernon in 1774, with two-story additions on either side of the original house. The large piazza here on the east side was also added as part of this project, and it would later become perhaps the most recognizable feature of the house. However, Washington did not get to enjoy the enlarged house for very long, because in 1775 he traveled north to take command of the Continental Army, and he was away from Mount Vernon for eight years before the war ended.

At the end of the war, Washington resigned his commission in the Continental Army and returned to civilian life here at Mount Vernon. His retirement did not last for long, though, because in 1789 he was elected president. For the next eight years, Washington spent most of his time in the temporary capital cities of New York and Philadelphia, before eventually returning to Mount Vernon at the end of his second term in 1797. He lived here for the last two and a half years of his life before his death in 1799, and Martha Washington died in 1802.

With no biological children, George Washington left Mount Vernon to his nephew, Bushrod Washington, who was a justice on the U. S. Supreme Court. After his death in 1829, his nephew John Augustine Washington II inherited it, followed by John’s son, John Augustine Washington III. He was the last member of the Washington family to own Mount Vernon, and in 1858 he sold the estate to the Mount Vernon Ladies’ Association, which preserved it and turned it into a museum.

By the time the association acquired the property, the mansion was in poor condition. As with many other southern planters, the Washington family owned vast amounts of land, but had relatively little cash. Consequently, the house suffered from many years of neglect, to the point that by the 1850s ships’ masts were being used as makeshift supports for the piazza roof, which was in danger of collapsing. However, the house was subsequently restored, and it opened to the public in 1860.

The first photo was taken about 40-50 years later, showing the mansion’s appearance at the turn of the 20th century. As shown in the second photo, very little has changed since then, aside from the removal of the small porch on the left side and the balustrades over the piazza, neither of which existed during George Washington’s ownership. The estate is still owned by the Mount Vernon Ladies’ Association and open for public tours, and it remains a popular tourist attraction, drawing an estimated one million visitors here each year.