My Search For the Location of an Old Photo

 

I love old photographs; they are such an indisputable record of the past. I often buy old photos that have subjects that interest me... like cars. When I found this old picture at a flea market for only a dollar, I snatched it up.

 What was particularly fascinating was the writing on the back: August 7. 49.

Of course I knew the car was an Oldsmobile 88 Convertible (if you didn’t know, you could read that on the lower part of the front fender). The fact that the month and year is listed tells us it’s a ‘49 Olds because a 1950 model wouldn’t have come out until later in the year and 1948 or earlier models had totally different body styles. 

But... Warrington Drive. Wouldn’t you like to know where that is... or was? And how could I find out? Well, I love a good challenge so I set out to try and solve the mystery of where this image was made.

 

(Click on photo to enlarge)

 

  The photo looks like it was taken on a wooded residential street;  because the woman has a new car she’s probably got some money and lives in an upscale part of the city. She’s obviously posing for the camera, in a driveway, next to another driveway; the sun is full on the right side of the car so that’s probably facing south. Using a magnifying glass I could see part of a two-story brick house, with a curved protrusion (like for a bay window), with a wide white/light-colored band above it, and a small side window, on the right edge of the photo (see the red oval on the right side of photo). On the left edge of the photo (across the street) is another two-story brick house with a second-story side window that’s about four-feet to the left of a ground-floor side window; there looks to be a fancy wide frame around the front door (see the red oval on the left side of the photo). 

The first thing I did was Google Warrington Drive. Thank God it wasn’t “Main Street” or “4th Street,” or some other more common name, or I would have never even tried. Luckily, I came up with only nine possibilities (there may be more that did not show up in my search). Each time I found one I’d pull up a Google map of the street in question, put the “little man” on Warrington Drive, and move him along the street, checking to see if anything looked like a match to my old photo. 

There’s a Warrington Dr. in New Orleans but it’s a fairly short street, with very few trees around, and most of the homes are ranches or small two-stories; not a brick two-story house in sight. There’s another Warrington Dr. in Granada Hills, California; it’s very hilly, with lots of curves, and lots of Spanish-style homes. Katy, Texas, is a short street with mostly low and high-ranches; no solid brick here either. I looked at Grand Prairie, Texas; Indianapolis, Indiana; Mobile, Alabama; Lake Bluff, Illinois... nothing even came close to my old photo. There’s even a Warrington Drive in Henderson, Nevada, overlooking downtown Las Vegas, but it’s a brand new gated community so that’s definitely not it. 

And then I looked at Warrington Drive in Detroit, Michigan. The first thing that popped up was this view – pretty much typical for the entire length of the street: 

 Hummm... two-story brick homes in an obviously upscale part of the city, eh? It looks like we might have hit pay dirt! 

This Warrington Drive is quite long, with three distinct segments, but the area between W 7-Mile Road and Santa Clara Street had the most two-story brick houses, set back quite a bit from the street, with driveways and relatively generous space between the homes. 

And there, two houses south of W 7-Mile Road, on the east side of Warrington Drive, was a two-story, solid brick house, with a curved extension in the front, a wide white/light-colored band above those windows, and a small window set back about five or six feet from the front corner of the building.

 There’s a large amount of space between this house and the one to the right of it – with side-by-side driveways – which all seems to perfectly match the details of the old photo. 

On the opposite side of the street, exactly where you would expect it, is another house that appears to be the one on the left edge of the old photo. Of course, most of the older trees in the original photo are no longer standing after 75 years.

 There’s a ground floor side window near the front of the house and an upstairs side window to the left of it, as seen in the photo. Of course, there are other side windows but – because of all the tree foliage in the original photo from 1949 – I couldn’t see those before. There’s even a fancy frame around the front door (seen better in the upper photo) . 

So, do you think I located the spot where the old photo was taken?  I think I did!

Family Connections to Bushwick, Brooklyn, USA

 

Before my mother died in 1980, she asked me to take her back to Brooklyn to see the home she lived in from the time she was about 13 to 23 years-old. When we got to the location she was sad to see that the entire block of buildings had been torn down; in the years that followed new homes were built on that block – a scene that has played out all across Brooklyn. While doing my genealogy research I was actually able to find a photo online of her old childhood home but, by then, she had already been gone for many years so I couldn’t share it with her. 

(Click on any photo to enlarge it.)

 

  

516 Central Avenue (above, from about 1940.)

Four families lived in the apartments above the drug store on the corner of Central & Jefferson Avenues, in Bushwick, including my mom with her parents, as well as my grandfather’s nephew with his wife and daughter, Elvira, who would later become my Godmother.

516 Central Avenue (below, from about 2020.)

Several blocks away from her home, at the southwest corner of Central Avenue and Schaeffer Street, was the church my mom attended: 14 Holy Martyrs Roman Catholic Church, organized in 1887. And, while I knew of that church, I had never seen it because it had been torn down as well and replaced by a modern church of a different denomination when 14 Holy Martyrs merged with another Catholic church.

Imagine my surprise when I recently browsed an online mapping program that shows vintage photos of various locations throughout New York City. And there on the corner of Central and Schaeffer were old, faded, sepia toned images from 1925 of 14 Holy Martyrs church.

 

I subsequently went onto another site that contains images of nearly every NYC structure for property tax purposes, from 1939 to 1941, and there was the church after the area had been built up a bit.
 

 

 

A new church currently occupies the site of the original 14 Holy Martyrs.

 

 

1959: US Car Companies Go Radical

I don’t know if the automotive designers in 1959 were nibbling on magic mushrooms or just tired of conventional designs because that year, they seemed determined to outdo each other in terms of visual effects. My point is easily observed by examining samples from the Top Three American car companies of the day: Plymouth, Chevrolet, and Ford.

Plymouth was the least radical, at least in comparison to their previous year’s model, and looked very similar to the following year as well. They boasted the “Forward Look” in their ads, and fins were perhaps at their tallest in 1959.

(Click on photos to enlarge them; All photo found on the internet unless otherwise noted.)

The large, tall, vertical fins created a “blind spot” in the rear.

Chevy made a radical change from the 1958 model, which was also a major deviation from their 1957 cars, by offering the widest fins in the industry for 1959. The changes to the front were not so drastic but everyone knew a ‘59 Chevy from the rear - that’s for sure!

My 1958 Chevy, my photo from 1964.

Rear of 1959 Chevy with radical fins.

Front of ‘59 Chevy; not an extreme statement.

1960 Chevy; rear fins tamed down considerably.

1958 Ford; not too different from 1957 model year.

Ford made major changes from their 1958 model, the most notable being these huge round tail lights set so low that the bumper had been cut away to accommodate them. They also boasted the *fattest* fins in the industry, made more obvious by putting the back-up lights in them and mounting them outward of the quarter panels - adding to the wide appearance of the rear end. Having the trunk lid extend slightly further than the metalwork beneath it created an even more bloated look. As you might have surmised from my comments, I think this is one of the most hideous rear end treatments ever created on any factory-made automobile!

1959 Ford with fat fins and bulbous rear end.

Front end of the ‘59 Ford was nearly as blunt as the rear end. 

Someone must have liked those 1959 Fords because they seemed to have sold well but, thankfully, they discarded that design in favor of a more streamlined appearance the following year

1960 model year saw a more sleek design.

Of course, the 1950’s were a great decade for US car sales, partly because gas prices were relatively cheap and no one seemed to care if the cars got terrible mileage and rusted out before their time. As soon as the Japanese car companies started showing us what they could do in terms of quality, fuel economy, and - eventually - smart styling, the American companies had to rethink their strategies and began trying to make cars as well as Honda, Toyota, and - these days - even Hyundai!

My First Three Rock Concerts

I’ve always thought that the first concerts I ever attended were for Joe Cocker and Leon Russell. I remember seeing them a short time apart at Nassau Coliseum in Uniondale, Long Island. Trying to determine which was first, I did a little research recently and found that Joe Cocker was at the Coliseum in May of 1972, and then again in early September. Leon was there from September 23rd to the 25th, so Cocker’s show would have definitely been the first.

Around that same time period, I went to Max’s Kansas City, in lower Manhattan, to see a folk-rock band called White Cloud. Max’s became legendary for the clientele that used to hang out there: people like William S, Burroughs, Allen Ginsberg, and Andy Warhol (to name just a few). Anyway, I now see that White Cloud’s only gigs there were for a week in June of 1972. The band broke up in 1974.
To hear White Cloud’s debut (and only) album: https://youtu.be/tK80tKa2GpI

So, if I saw Cocker at the Coliseum during his May appearances, then his show was my first. If I saw him in September, then White Cloud was first. What does all this mean? Only that I’m trying to keep busy while the world is self-quarantining themselves during the current Coronavirus crisis.

Revisiting the Vanderbilt/Motor Parkway

What is it about the old Vanderbilt/Motor Parkway that intrigues so many folks today? Maybe it’s the fact that very few roads – especially highways or parkways – are built in this country and then allowed to deteriorate or be closed and dismantled. Although the Vanderbilt parkway was a private undertaking it was a public road and its fate somewhat unique.

William K. Vanderbilt, great grandson of the railroad magnate Cornelius Vanderbilt, had raced cars in Europe. He was determined to bring auto racing to the U.S. to spur the fledgling automotive industry in America so he sponsored a Vanderbilt Cup race, the first in 1904.  He laid out a course using public roads but, after several years and some deaths of spectators straying too close to the speeding cars, he presented his idea for a separate Long Island Motor Parkway.  It was begun in 1908 and completed in 1909. Ordinary motorists could drive the toll road when it wasn’t being used for racing.

After only a couple of years of auto races, the state legislature passed a law forbidding racing on public roads. As more free roads were built on Long Island, the Vanderbilt – a toll road – became less-traveled and ceased to earn its keep. Much of the parkway was sold to the State Park Commission in 1938 to use as they saw fit; some sections are currently used as the right-of-way for tall towers holding electrical power lines.

When I was growing up in central Queens County during the ‘50s and ‘60s, I often heard people speak of the Motor Parkway or Vanderbilt Parkway. I remember seeing some remnants of the old road when I rode my bike to nearby Cunningham and Alley Pond Parks as a teenager. My friend, Bill, who I worked with for several years, tells me he would get on it with his bike during the ‘50s, at about 73rd Avenue and Francis Lewis Blvd., in what is now the Fresh Meadows area. “There was a steep downhill grade from Springfield Blvd., east through Alley Pond Park, that was great for coasting, ending around what is now the Cross Island Parkway near Creedmore State Hospital,” Bill remembers.

I have found, using several old and new maps (including this one above), the Vanderbilt Motor Parkway had its start in the vicinity of Nassau Road, (Horace Harding Blvd. – today’s Long Island Expressway), in between a spur of the North Hempstead Turnpike (today’s Booth Memorial Avenue) and Queens Avenue (today’s 46th Avenue/ Hollis Court Blvd.)  It then followed, pretty closely, the west side of Francis Lewis Boulevard, curved east through Cunningham and Alley Pond Parks (north of today’s Union Turnpike), then ran closely parallel to today’s Grand Central/Northern State Parkway through western Nassau County before it dipped further south and east.

(Click on each map to enlarge it.)

 

 In Suffolk County today, major portions of the Motor Parkway (widened and resurfaced, of course) crisscross the LIE around the Hauppauge area.

There are some less-obvious but noteworthy items to check out on these maps.  North Hempstead Turnpike was originally North Country Road, an old Indian path, much-used by early settlers on the north shore of the Island.  Today we know it as Northern Boulevard or route 25A; but look at it’s number designation in 1927 – it’s route 25!  Today that number is given to Jericho Turnpike – but on this map, Jericho is designated 25A!  On the south shore, there’s a familiar route number: 27, which many of today’s drivers recognize as Sunrise Highway.  But the route 27 on this map is actually Merrick Road; today, Merrick Road/Montauk Highway is 27A and Sunrise Highway is 27.

(On this black and white version of the map, below,
the Vanderbilt/Motor Parkway is highlighted in yellow.
Click on the map to enlarge it.))

(Newer roads have been drawn into this old map, below:

the Long Island Expressway (route 495) is highlighted in pink,

the Vanderbilt Parkway in yellow, and

the Meadowbrook State Parkway, completed in 1956, in blue.)

Walking or biking on the western section today feels eerie; almost like finding an ancient, medieval trail lost in the forest. In the area between what is today the Cross Island Parkway and Clearview Expressway, the Motor Parkway rode the crest of one of the highest plateaus on Long Island, affording a great view toward the south shore; drivers on the Grand Central Parkway can catch that view today if they’re careful.

One interesting fact for me is that the first stretch of the Motor Parkway was reportedly built from Westbury to Bethpage, just a half-mile north of where I currently live in East Meadow. At the time, it began around today’s Merrick Avenue, near the entrance to Eisenhower Park, exited that piece of land and ran south-east on what is today Salisbury Park Drive, bordering the park’s golf course, before crossing what is today Carman Avenue and what was then Newbridge Avenue (today, Newbridge Road/route 106), before continuing east.
(Click on any photo to enlarge it.)

 Current view looking east from Carman Avenue, as it

crosses Newbridge Road; the tall towers with power lines

continue east on the old right-of-way of the Motor Parkway.

Much has been written about the Vanderbilt Parkway by now but,  on a balmy Tuesday, March 12, 1996, I set out to look for some remnants of the old road (some newer photos have been added since that initial trip). Armed with my old maps and a Pentax camera, I photographed the areas closest to my immediate vicinity of East Meadow. Driving west, the next stop was Garden City.

One of the original Vanderbilt Parkway toll houses had been moved to a spot on 7th Street to be used as the Garden City Chamber of Commerce headquarters in 1989.  The toll house originally stood on a spot just north of Stewart Avenue and east of Clinton Road (just west of today's Roosevelt Field Shopping Mall); on the same site was the parkway’s headquarters building which no longer exists. 

 Toll house now serving as the

 Garden City Chamber Of Commerce headquarters.

Near where the toll house once stood a little dead-end street called Vanderbilt Place now holds a few homes. Just to its north, you can still find the concrete embankment of a bridge that once crossed over Clinton Road, one of 65 such structures along the Vanderbilt Parkway’s 48 miles. The surface of the road was innovative for its time: two layers of crushed stone held a wire mesh between them, thin concrete was poured throughout and a final layer floated on top and brushed to provide a rough surface.  Part of this original pavement can be found at the Clinton Road site.

After the parkway crossed Clinton Road, traveling west, it curved north and ran a couple of miles before entering what is today the Wheatly Hills Golf Course. This entire section is now the cleared greenbelt of power lines and their giant mesh frame towers. At many of the places that local roads now cross or traverse this stretch, you can find traces of the old road.

 

 On the north side of Westbury Avenue, just west of

Glen Cove Road, in south Mineola, you can see the route

of the old Motor Parkway between people's back yards.

As the parkway continued west, it meandered through central Nassau County, a densely populated area which, today, hides most traces of the former road. One obvious exception is an old stone bridge on Old Court House Road, built in 1909 over what was once Motor Parkway beneath it – accessible off Executive Drive in the Manhasset Hills area.

 Under the old bridge at Old Court House Road.

Old Court House Road as it crossed the old bridge.

I next decided to drive to the western-most end of the old parkway for I knew that some of the road still existed in the area of Cunningham Park. I was surprised to find much more than I’d expected. Traveling north on 199th Street, just to the west of Francis Lewis Boulevard, I saw a large grassy area on the right, used as a recreation area by the local residents. And then...there it was! My first encounter with a part of the old parkway still in use.  An embankment of earth held a ten-foot wide piece of pavement as it curved around and over Francis Lewis Blvd. on a new bridge that obviously replaces an older one from the early days.

The bridge, now carrying the hiking/biking trail,

over 73rd Avenue.

Just a short distance further north, the bike trail crossed over 73rd Avenue on what looks to be an original parkway overpass. Continuing north I found the western terminus of the bike trail, as it exited the narrow forested area along side Peck Street, by Francis Lewis High School. At the north side of the high school property stands a pedestrian overpass crossing the Long Island Expressway – the approximate beginning of what was once Long Island’s race course for the rich and famous: the Vanderbilt Motor Parkway.

 Pedestrian bridge over the Long Island Expressway;

the start of the hiking/biking trail and approximate

western terminus of the old Vanderbilt/Motor Parkway.

Now that I had found the source, so to speak, I backtracked and drove around the streets bordering and traversing the current Cunningham Park. I found that after the bike path crosses Francis Lewis and enters the park, it runs along the park’s southern edge with private homes only several yards away.

It then dips north to cross under the Clearview Expressway before riding along the southern edge of the park again. The path exits the east side of the park with homes and apartment buildings lining the sides of the road where drivers in their racing cars, wearing goggles and long scarfs, raced for a chance at the Vanderbilt Cup. After crossing over Bell and Springfield Boulevards, the path ends at Winchester Boulevard, at the southeast edge of Alley Pond Park, across the road from Creedmore State Hospital, just as my friend Bill had told me.

 An original bridge that carried the Motor Parkway over

Hollis Court Boulevard, in the Hollis Hills Terrace area,

now serves the hiking/biking trail.

The hiking/biking trail crosses over

Springfield Boulevard on another vintage bridge
(above and below).

The original bridge over Bell Boulevard has been replaced

with a new one, most likely when Bell Boulevard was

widened since the days of the Vanderbilt/Motor Parkway.

Another ancient bridge from the early days can be found
over a walkway into Alley Pond Park, just north of Union Turnpike,
near 234th Street, in the northern Queens Village.

The current hiking/biking trail ends underneath

the Grand Central Parkway/Cross Island Parkway interchange.

You can also drive on the Eastern section of the Vanderbilt/Motor Parkway these days, from where it begins at Half Hollow Road in the Dix Hills area, north of the Long Island Expressway. Along its route, there are many quiet, tree-lined strips that conjure up the images of 1910 race cars speeding along past the numerous farms that used to sustain many Long Islanders.

  The western terminus of the current Motor Parkway
in Suffolk County, at Half Hollow Road, just north of the
Long Island Expressway in Dix Hills.

Parts of the original Motor Parkway can still be found
along side the present version of the road in Suffolk County.

The current Motor Parkway passes through many bucolic
residential areas in Suffolk County (above and below).
(Click on any image to enlarge it.) 

The eastern terminus of the current Motor Parkway
is at Lake Ronkonkoma, just like the original.
Technically, it ends at the intersection of Rosevale Avenue;
continuing across that road will bring you to the lake.