"Teachers' bulletin", vol. 4- issued as part of v. 23, no. 9-

Originally published in 1991, Reform in New York City provides an interpretive synthesis of urban progressivism and provides a comprehensive historical look at progressivism in New York City. The book argues that urban reform still poses a major historiographical challenge to historians working today and that there is limited analysis of the social and political action that characterised turn of the century New York. The book addresses the conceptual approaches, interpretive differences, and thematic emphasis of the urban reform agenda.

Since its emergence in the mid-nineteenth century as the nation's "metropolis," New York has faced the most challenging housing problems of any American city, but it has also led the nation in innovation and reform. Plunz traces New York's housing development from 1850 to the present, exploring the housing of all classes, discussing the development of types ranging from the single-family house to the high-rise apartment tower.

A history of New York subway passengers as they navigated the system's constraints while striving for individuality, or at least a smooth ride. When the subway first opened with much fanfare on October 27, 1904, New York became a city of underground passengers almost overnight. In this book, Stefan Höhne examines how the experiences of subway passengers in New York City were intertwined with cultural changes in urban mass society throughout the twentieth century. Höhne argues that underground transportation--which early passengers found both exhilarating and distressing--changed perceptions, interactions, and the organization of everyday life.

What sets Staten Island apart from the rest of New York City? The island’s identity has in part been defined in opposition to the city, its physical and cultural differences, and the perception of neglect by city government. It has long been whiter, wealthier, less populated, and more politically conservative. And despite many attempts over the years, Staten Island is not connected by the subway to any of the other four boroughs. Kenneth M. Gold argues that the lack of a subway connection has deeply shaped Staten Island’s history and identity. He chronicles decades of recurrent efforts to build a rail link, using this history to explore the borough’s fraught relationship with New York City as a whole. The Forgotten Borough ranges from when Staten Island first contemplated joining the city in the 1890s to the opening of the Verrazzano-Narrows Bridge in 1964, highlighting pivotal moments when the construction of a subway appeared possible. The economics and engineering of tunnel construction, the difficulty of uniting Staten Islanders around a single solution, competition from the other boroughs, and resistance from powerful corporations and public authorities all undermined a rapid transit connection. Gold demonstrates that the failure to establish a rail link during this period caused Staten Island to diverge culturally, demographically, and politically from the other four boroughs. Drawing on extensive archival research, The Forgotten Borough shows how transportation infrastructure and politics shed new light on urban history.

New York could have had a practical and profitable subway in operation by the 1870s—financed entirely by the private sector—had franchise terms been as liberal as those in Great Britain. Although it would not have been as technologically sophisticated as the 1904 subway, it would have been superior to the elevated railways of the time. Moreover, permitting experimentation and entrepreneurship in New York City's transportation industry would ultimately have accelerated the development of subway technology. Regardless, given the political constraints, the DBOM public-private partnership model finalized in 1900 was extremely successful. The lines built under this model comprise half of today’s New York City Subway network. Fares were low, no government subsidies were required, and investors earned high returns (until the unprecedented inflation of World War I, which could have been resolved by allowing the franchisees to raise fares with inflation).

Situated on Broadway between Fourteenth and Seventeenth Streets, Union Square occupies a central place in both the geography and the history of New York City. Though this compact space was originally designed in 1830 to beautify a residential neighborhood and boost property values, by the early days of the Civil War, New Yorkers had transformed Union Square into a gathering place for political debate and protest. As public use of the square changed, so, too, did its design. When Frederick Law Olmsted and Calvert Vaux redesigned the park in the late nineteenth century, they sought to enhance its potential as a space for the orderly expression of public sentiment. A few decades later, anarchists and Communist activists, including Emma Goldman, turned Union Square into a regular gathering place where they would advocate for radical change. In response, a series of city administrations and business groups sought to quash this unruly form of dissidence by remaking the square into a new kind of patriotic space. As Joanna Merwood-Salisbury shows us in Design for the Crowd, the history of Union Square illustrates ongoing debates over the proper organization of urban space—and competing images of the public that uses it. In this sweeping history of an iconic urban square, Merwood-Salisbury gives us a review of American political activism, philosophies of urban design, and the many ways in which a seemingly stable landmark can change through public engagement and design. Published with the support of Furthermore: a program of the J. M. Kaplan Fund.