New York Archives is a beautifully designed quarterly magazine featuring articles by distinguished authors, scholars, and journalists. It is the only non-academic print publication of New York State history.
The Spring 2012 issue of New York Archives features these articles: Read more
The New York State Board of Regents will be meeting on Monday and Tuesday, April 23-24, in Albany. The meeting overlaps with the Museumwise/MANY conference in Albany which I will be attending and the Public Historians meeting in Long Island which I will not be able to attend since I already had registered for the Albany meeting. Communication and planning among the various groups leaves a lot to be desired. Read more
The economic history of New York is filled with high-stakes drama. In Modern New York: The Life and Economics of a City (2012, Palgrave Macmillan), journalist, economist and political commentator Greg David (who edited the regional Crain’s New York Business for more than 20 years and is now director of the business and economics reporting program at the Graduate School of Journalism at CUNY), tells the story of the city’s financial highs and lows since the 1960s.
David fairly conservative approach looks at how Wall Street came to dominate the economy in the years following a decade of economic decline. He argues that New York City’s great recession is not happening now, and it didn’t happen after 9-11. “The Great Recession That Wasn’t”, is David’s term for the current American economic disaster.
“By comparison, the city’s great recession had occurred between 1969 and 1977, when a stock market crash devastated Wall Street and the city’s manufacturing sector collapsed and it’s competitiveness waned as the city hiked its tax burden,” David writes. “Some 650,000 jobs disappeared over those years, and the population fell by almost 1 million people, two little-discussed factors that were as important as budget chicanery in created the Fiscal Crisis that almost sent the city into bankruptcy.”
This understanding of New York’s post-war period rests in part on the neo-liberal interpretation of New York City’s recent history. It goes something like this: the anti-business policies (regulation, and higher taxes) of liberal machine politicians like John Lindsay (Mayor from 1966 to 1973) and Abe Beame (Mayor from 1974 to 1977) led to the loss of manufacturing and then the flight of New Yorkers from a desperate, crime-ridden and “grimy” Gotham. Only the pro-development policies of Ed Koch and the great victory of Rudolph Giuliani, reformist street cleaner and crime fighter, kept New York City from becoming another Detroit.
That’s more or less the story told here in chapters like “Structural Not Cyclical”, and “Making New York Safe For Commerce”. David chastises leaders for failing to recognize long term manufacturing declines, and points to unions, burdensome taxes, and restrictive zoning as the major culprit. Perhaps due to the author’s limiting regional scope and focus on the perspective of the business community, significant American trends such as baby-boom suburbanization, container shipped goods from low wage workers in Asia and elsewhere, and media-based perceptions about crime and quality of life issues are set on the back burner.
For example, a wider perspective in Modern New York would include worker struggles to retain the wages and benefits that made living in the city attractive. New York City’s economic decline coincided directly with unprecedented attacks on the city’s workers. Witness, for example, the 1966 transit strike during which Lindsey refused to negotiate and mocked workers to the press. Or the seven-month teacher strike in 1968 that was the result of the firing of teachers opposed to Lindsey’s contract negotiation plan to divide their union. These strikes were followed by actions on Broadway, and the sanitation strike in the fall of 1968. In 1971 the city’s AFSCME workforce walked off the job. One might argue that workers simply had no interest in living in the city’s difficult employment environment. Whatever the cause of the city’s working class losses, Modern New York could have offered a deeper, more multidimensional understanding of the city’s recent economic history.
In David’s interpretation, after 9-11 the finance industry and tourism stepped in to help save the day, at least temporarily. In a chapter entitled “Three Sectors To The Rescue”, the author suggests that film and television production, higher education, and the technology sectors are the future of New York, leaving the contrary reader to wonder how the city can survive without its working class.
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The Native American Institute of the Hudson River Valley and The New York State Museum are inviting papers or other presentation to be given at the 12th Mohican/Algonquian Peoples Seminar held at the NYS Museum in Albany on September 15, 2012. Topics can be any aspect of Northeastern Native American culture from prehistory to present. Presentations are allotted 20 minutes speaking time.
Interested parties are encouraged to submit a one page abstract that includes a brief biographical sketch and notes any special scheduling and/or equipment needs. For presentations other than traditional papers, please describe content and media that will be used to make the presentation. Deadline for abstract submission is June 1, 2012.
The Selection Committee, made up of Board members, will notify presenters no later than June 10, 2012. The final paper should meet common publication standards. The paper should be foot noted “author-date” style- sources are cited in the text in parentheses by author’s last name and date, with a reference to a list of books or sources at the end of the paper. Also, a disc containing the article, bibliography, illustrations (referred to as figure 1, figure 2 etc.) and captions for the illustrations should be submitted to the Board at the Seminar.
Send abstracts to:
Native American Institute of the Hudson River Valley (NAIHRV)
c/o Mariann Mantzouris
223 Elliot Rd.
East Greenbush, NY 12061
Email : [email protected]
Telephone: 518-369-8116
At the annual statewide conference of social studies teachers, the NYSCSS board passed the following resolutions which have now been disseminated to the members through the NYSCSS website and publication. They express the concern by the NYSCSS over the diminished role of social studies in k-12 education and of the prospect of English teachers, more formally, ELA teachers, using historic documents to teach reading without being trained in the historical context which produced those primary source documents. It would be like teaching Shakespeare without being aware of the Elizabethan context during which he wrote. Read more
In the past 200 years, a few ships have borne the name Plattsburg. In the War of 1812, there was the unfinished vessel at Sackets Harbor, a project abandoned when the war ended. There was the rechristened troop transport that hauled thousands of troops home from the battlefields of World War I. There was the oil tanker that saw service in the Pacific theater during World War II. And there was the cruise boat that plied the waters of Lake Champlain in 2003–4. One of them played a role in the most famous maritime disaster of all time.
The unfinished ship at Sacket’s Harbor had been designated the USS Plattsburg. The oil tanker was the Plattsburg Socony, which survived a horrific fire in 1944. Thirty-three years later, after two more renamings, it split in two beneath 30-foot waves and sank off Gloucester. The cruise ship was the short-lived Spirit of Plattsburgh. But it is the USS Plattsburg from the First World War that holds a remarkable place among the best “what if” stories ever.
In early April 1917, just three days after the United States entered World War I, a merchant marine ship, the New York, struck a German mine near Liverpool, England. The damage required extensive repairs. A year later, the ship was chartered by the US Navy, converted into a troop transport, and newly christened the USS Plattsburg.
By the time the armistice was signed, ending the war in November 1918, the Plattsburg had made four trips to Europe within six months, carrying nearly 9,000 troops of the AEF (American Expeditionary Forces) to battle.
The transport assignment continued, and in the next nine months, the Plattsburg made seven additional trips, bringing more than 24,000 American troops home. A few months later, the ship was returned to her owners, reassuming the name SS New York. After performing commercial work for a few years, the ship was scrapped in 1923.
When the end came, the New York had been in service for 35 years. At its launch in 1888 in Glasgow, Scotland, it was named S.S. City of New York. The SS indicated it was a “screw steamer,” a steamship propelled by rotating screw propellers (City of New York was one of the first to feature twin screws). After service under the British merchant flag, the ship was placed under the US registry as the New York, where it served in like manner for five more years.
In 1898, the US Navy chartered the New York, renaming it Harvard for service during the Spanish-American War. It served as a transport in the Caribbean, and once plucked more than 600 Spanish sailors from ships that were destroyed off Santiago, Cuba. When the war ended, the Harvard transported US troops back to the mainland, after which it was decommissioned and returned to her owners as the New York.
A few years later, the ship was rebuilt, and from 1903–1917, it was used for routine commercial activities around the world. In April 1912, the New York was at the crowded inland port of Southampton, England. It wasn’t the largest ship docked there, but at 585 feet long and 63 feet wide, it was substantial.
Towering above it at noon on the 10th of April was the Titanic. At 883 feet long, it was the largest man-made vessel ever built. This was launch day for the great ship, and thousands were on hand to observe history. The show nearly ended before it started.
No one could predict what would happen. After all, nobody on earth was familiar with operating a vessel of that size. Just ahead lay the Oceanic and the New York, and as the Titanic slowly passed them, an unexpected reaction occurred.
The Titanic’s more than 50,000-ton displacement of water caused a suction effect, and the New York, solidly moored, resisted. It rose on the Titanic’s wave, and as it dropped suddenly, the heavy mooring ropes began to snap, one by one, with a sound likened to gunshots. The New York was adrift, inexorably drawn towards the Titanic. A collision seemed inevitable.
Huge ships passing within 50 to 100 feet of each other might be considered a close call. In this case, desperate maneuvers by bridge personnel and tug operators saved the day (unfortunately). The gap between the two ships closed to only a few feet (some said it was two feet, and others said four). Had they collided, the Titanic’s maiden voyage would have been postponed.
No one can say for sure what else might have happened, but a launch delay would have prevented the calamity that occurred a few days later, when the Titanic struck an iceberg and sank within hours, claiming more than 1500 lives.
Photos: USS Plattsburg at Brest France 1918- L to R: The Oceanic, New York, and Titanic in Southampton harbor- the tug Vulcan struggles with the New York to avoid a collision- the New York (right) is drawn ever closer to the Titanic.
Lawrence Gooley has authored ten books and dozens of articles on the North Country’s past. He and his partner, Jill McKee, founded Bloated Toe Enterprises in 2004. Expanding their services in 2008, they have produced 20 titles to date, and are now offering web design. For information on book publishing, visit Bloated Toe Publishing.
Local historical societies and municipal historians fill an important role of building awareness and appreciation of their community’s resources, which they often achieve by producing unguided walking and driving tours of local points of interest. By recognizing these points of interest and inviting others to share their appreciation, we can often encourage local historical homeowners to keep a neat garden or persuade local cemetery managers to tidy up.
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In 1974, an Italianate building that Thomas Cole had designed and used as his painting studio in the mid-19th century was demolished. It had fallen into disrepair and the art movement that Thomas Cole had founded, the Hudson River School, had fallen out of favor. Over the years, the site was overcome with trees and shrubs, and the exact location of the former building was lost.
The site is now part of the Thomas Cole National Historic Site, and the building is in the process of being revived. This Sunday, April 15 at 2 pm, the art history professor from Warren Wilson College in North Carolina, Julie Levin Caro, will be at the Thomas Cole site to speak about this piece of history – the building that Cole designed as his “dream studio”.
The talk is the last event in the series of Sunday Salon lectures, which take place once per month from January through April at the home of Thomas Cole, where the Hudson River School began. Tickets are $8 per person, or $6 for members, and admission is first-come-first-served.
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