Manhattan Bridge Quotes

Far below ran the silver ribbon of the East River, braceleted by shining bridges, flecked by boats as small as flyspecks, splitting the shining banks of light that were Manhattan and Brooklyn on either side.

I will begin to remember our walk in the third person, as if I’d seen it from the Manhattan Bridge, but, at the time of writing, as I lean against the chain-link fence intended to stop jumpers, I am looking back at the totaled city in the second person plural. I know it’s hard to understand / I am with you, and I know how it is.  

He fell in love with Manhattan's skyline, like a first-time brothel guest falling for a seasoned professional. He mused over her reflections in the black East River at dusk, dawn, or darkest night, and each haloed light-in a tower or strung along the jeweled and sprawling spider legs of the Brooklyn Bridge's spans-hinted at some meaning, which could be understood only when made audible by music and encoded in lyrics.

I look out on that view. The water, the bridge, the lights. Manhattan on the water, shimmering like a promise. I think about how much life the city holds, how much heartbreak, how much love. I think about everything I have lost there, this fading island before me.

Back and forth from Brooklyn to Manhattan. New York at night, from its bridges, is a miracle. When I first came to the city, it took all my fantasies and set them on fire, turned them into flickering constellations of light. Then it did the same with my history. As a dark speck of energy hurtling over the water toward that galaxy, I felt myself disappear. Relative to the image of infinity I was nothing, a clump of quantum matter skidding through the ether. It was as good as any drug.

Crowds moved wherever he went, across the bridge to Manhattan, in New York, wherever he went, life flowed and eddied, but he was not part of it.

And he was seldom out of sight of the new bridges, which had married beautiful womanly Brooklyn to her rich uncle, Manhattan; had put the city’s hand out to the country; and were the end of the past because they spanned not only distance and deep water but dreams and time.

Slowly, even though I thought it would never happen, New York lost its charm for me. I remember arriving in the city for the first time, passing with my parents through the First World's Club bouncers at Immigration, getting into a massive cab that didn't have a moment to waste, and falling in love as soon as we shot onto the bridge and I saw Manhattan rise up through the looks of parental terror reflected in the window. I lost my virginity in New York, twice (the second one wanted to believe he was the first so badly). I had my mind blown open by the combination of a liberal arts education and a drug-popping international crowd. I became tough. I had fun. I learned so much. But now New York was starting to feel empty, a great party that had gone on too long and was showing no sign of ending soon. I had a headache, and I was tired. I'd danced enough. I wanted a quiet conversation with someone who knew what load-shedding was.

Approaching the Williamsburg Bridge - not really certain of how he had managed to find himself there - he experienced an extraordinary moment of buoyancy, of grace. There was a lot more traffic now, but his shifting was smooth and the sturdy little car was adroit at changing lanes. He launched himself out over the East River. He could feel the bridge humming underneath his wheels and all around him could sense the engineering of it, the forces and tensions and rivets that were all conspiring to keep him aloft. To the south, he glimpsed the Manhattan Bridge, with its Parisian air, refined, elegant, its skirts hiked to reveal tapered steel legs, and, beyond, the Brooklyn Bridge, like a great ropy strand of muscle. In the other direction lay the Queensboro Bridge, like two great iron tsarinas linking hands to dance. And before him, the city that had sheltered him and swallowed him and made him a modest fortune loomed, gray and brown, festooned with swags and boas of some misty gray stuff, a compound of harbor fog and spring dew and its own steamy exhalations. Hope had been his enemy, a frailty that he must at all costs master, for so long now that it was a moment before he was willing to concede that he had let it back into his heart.

We are caught up Mr. Perry on a great wave whether we will or no, a great wave of expansion and progress. A great deal is going to happen in the next few years. All these mechanical inventions—telephones, electricity, steel bridges, horseless vehicles—they are all leading somewhere. It’s up to us to be on the inside, in the fore-front of progress. . . .

Jane Austen had it wrong, Sloan McKinley thought miserably as the black Lincoln Town Car drove her ever closer to the bright lights of the George Washington Bridge and the Manhattan streets she called home. A man in possession of a good fortune only wanted to get laid.

The Strand proudly proclaims itself as home to eighteen miles of books. I have no idea how this is calculated. Does one stack all the books on top of each other to get the eighteen miles? Or do you put them end to end, to create a bridge between Manhattan and, say, Short Hills, New Jersey, eighteen miles away? Were there eighteen miles of shelves? No one knew. We all just took the bookstore at its word, because if you couldn’t trust a bookstore, what could you trust? Whatever

To the bankrupt poet, to the jilted lover, to anyone who yearns to elude the doubt within and the din without, the tidal strait between Manhattan Island and her favorite suburb offers the specious illusion of easy death. Melville prepared for the plunge from the breakwater on the South Street promenade, Whitman at the railing of the outbound ferry, both men redeemed by some Darwinian impulse, maybe some epic vision, which enabled them to change leaden water into lyric wine. Hart Crane rejected the limpid estuary for the brackish swirl of the Caribbean Sea. In each generation, from Washington Irving’s to Truman Capote’s, countless young men of promise and talent have examined the rippling foam between the nation’s literary furnace and her literary playground, questioning whether the reams of manuscript in their Brooklyn lofts will earn them garlands in Manhattan’s salons and ballrooms, wavering between the workroom and the water. And the city had done everything in its power to assist these men, to ease their affliction and to steer them toward the most judicious of decisions. It has built them a bridge.

I’ll tell you a chapter in what will be mine: One day I’m going to go to New York City. I’ll walk up and down the crowded streets. I’ll eat a hot dog from a sidewalk cart. I’ll stand under the lights of Times Square. I’ll take pictures of tourists and roasted chestnuts and the subways going over the Manhattan Bridge. I’ll go to the library with the stone lions outside it and look for the shelf where one day my books will be. I’ll walk across the Brooklyn Bridge at sunset. I’ll sit in a café and write down what I see. And I’ll go to the Metropolitan Museum of Art and look at every painting. Not for me, Clarissa. For you. I’ll go each day until I’m done. However long it takes.

So the more manly you are, the less you say?” “Right.” Simon nodded. Past him she could see the humid fog lowering over the East River, shrouding the waterfront in feathery gray mist. The water itself was the color of lead, churned to a whipped cream consistency by the steady wind. “That’s why when major badasses greet each other in movies, they don’t say anything, they just nod. The nod means, ‘I am a badass, and I recognize that you, too, are a badass,’ but they don’t say anything because they’re Wolverine and Magneto and it would mess up their vibe to explain.” “I have no idea what you’re talking about,” said Jace, from the backseat. “Good,” Clary said, and was rewarded by the smallest of smiles from Simon as he turned the van onto the Manhattan Bridge, heading toward Brooklyn and home.

I settled down to long sweet sleeps, day-long meditations in the house, writing, and long walks around beloved old Manhattan a half hour subway ride away. I roamed the streets, the bridges, Times Square, cafeterias, the waterfront, I looked up all my poet beatnik friends and roamed with them, I had love affairs with girls in the Village, I did everything with that great mad joy you get when you return to New York City.

This was no coincidence. The best short stories and the most successful jokes have a lot in common. Each form relies on suggestion and economy. Characters have to be drawn in a few deft strokes. There's generally a setup, a reveal, a reversal, and a release. The structure is delicate. If one element fails, the edifice crumbles. In a novel you might get away with a loose line or two, a saggy paragraph, even a limp chapter. But in the joke and in the short story, the beginning and end are precisely anchored tent poles, and what lies between must pull so taut it twangs. I'm not sure if there is any pattern to these selections. I did not spend a lot of time with those that seemed afraid to tell stories, that handled plot as if it were a hair in the soup, unwelcome and embarrassing. I also tended not to revisit stories that seemed bleak without having earned it, where the emotional notes were false, or where the writing was tricked out or primped up with fashionable devices stressing form over content. I do know that the easiest and the first choices were the stories to which I had a physical response. I read Jennifer Egan's "Out of Body" clenched from head to toe by tension as her suicidal, drug-addled protagonist moves through the Manhattan night toward an unforgivable betrayal. I shed tears over two stories of childhood shadowed by unbearable memory: "The Hare's Mask," by Mark Slouka, with its piercing ending, and Claire Keegan's Irishinflected tale of neglect and rescue, "Foster." Elizabeth McCracken's "Property" also moved me, with its sudden perception shift along the wavering sightlines of loss and grief. Nathan Englander's "Free Fruit for Young Widows" opened with a gasp-inducing act of unexpected violence and evolved into an ethical Rubik's cube. A couple of stories made me laugh: Tom Bissell's "A Bridge Under Water," even as it foreshadows the dissolution of a marriage and probes what religion does for us, and to us; and Richard Powers's "To the Measures Fall," a deftly comic meditation on the uses of literature in the course of a life, and a lifetime. Some stories didn't call forth such a strong immediate response but had instead a lingering resonance. Of these, many dealt with love and its costs, leaving behind indelible images. In Megan Mayhew Bergman's "Housewifely Arts," a bereaved daughter drives miles to visit her dead mother's parrot because she yearns to hear the bird mimic her mother's voice. In Allegra Goodman's "La Vita Nuova," a jilted fiancée lets her art class paint all over her wedding dress. In Ehud Havazelet's spare and tender story, "Gurov in Manhattan," an ailing man and his aging dog must confront life's necessary losses. A complicated, only partly welcome romance blossoms between a Korean woman and her demented

The most [...] literal proposal to solve the problem of congestion comes from Harvey Wiley Corbett [...] Ultimately, Corbett calculates, the entire surface of the city could be a single traffic plane, an ocean of cars, increasing the traffic potential 700 percent. "[...We see] a very modernized Venice, a city of arcades, plazas and bridges, with canals for streets, only the canals will not be filled with real water but with freely flowing motor traffic, the sun glistening on the black tops of the cars and the buildings reflecting in this waving flood of rapidly rolling vehicles. From an architectural viewpoint [...] the idea presents all the loveliness, and more, of Venice. There is nothing incongruous about it, nothing strange..." Corbett's "solution" for New York's traffic problem is the most blatant case of disingenuity in Manhattanism's history. Pragmatism so distorted becomes pure poetry. Not for the moment does the theorist intend to relieve congestion; his true ambition is to escalate it to such intensity that it generates -- as in a quantum leap -- a completely new condition, where congestion becomes mysteriously positive [... Corbett and the authors of the Regional Plan] have invented a method to deal rationally with the fundamentally irrational. [They know] that it would be suicide to solve Manhattan's problems, that they exist by the grace of these problems, that it is their duty to make its problems, if anything, forever insurmountable, that the only solution for Manhattan is the extrapolation of its freakish history, that Manhattan is the city of the perpetual flight forward.

They pulled up to 195 Madison Street - a tall narrow six-story redbrick and limestone-trimmed tenement house indistinguishable from all the tenement houses on all the other streets of tenements. The bars and ladders of a fire escape ran up the left side of the building; sooty stone scrolls, shields, and flowers framed the second- and third-story windows. This was the place where they had to live? Two blocks from the commercial madness of East Broadway; two blocks from the filthy snout of the East River, smelling of fish, ships, and garbage; three blocks from the brain-rattling racket of the elevated train; three blocks from the playground of the Henry Street Settlement; practically in the shadow of the construction side of the twin-towered Manhattan Bridge. Every three blocks they passed more people than the entire population of Rakov. Half a million Jews packed the one and a half square miles of the Lower East Side in 1909; 702 people per acre in the densest acres. It was one of the most crowded places on earth, and all of them seemed to be swarming outdoors on the June afternoon that Gishe Sore and her family arrived. Aside from the crisscross steel girders of the Manhattan Bridge at the end of the street, it was all tenement houses as far as she could see. Tenements and bodies. In every room of every building, bodies fought for a ray of light and a sip of air. Bodies slept four to a bed and on two chairs pushed together; bodies sat hunched over sewing machines in parlors and sunless back bedrooms and at kitchen tables heaped with cloth and thread; bodies ate, slept, woke, and cleared out for the next shift of bodies to cycle through. Toilets in the hall or in courtyard outhouses; windows opening, if they opened at all, onto fetid air shafts; no privacy; no escape from the racket and smell of neighbors; no relief from summer heat or blasting winter furnaces. This was the place her American children had brought them to live?

Conner, take half of Hermes cabin and cover the Manhattan Bridge. Travis, you take the other half and cover the Brooklyn Bridge. And no stopping for looting or pillaging!” “Awwww!” the whole Hermes cabin complained.

I looked up through gritty eyes and there it was across the Brooklyn Bridge, Manhattan, shining like a million jagged shards of light, awe-inspiring, glossy, impossibly condensed and beautiful, a sight that was so familiar from television and films that I couldn't quite accept I was seeing it for real.

The most severe impact of the oil crisis hit the United States’ largest city, New York. In December 1974, nine of the world’s most powerful bankers, led by David Rockefeller‘s Chase Manhattan, Citibank, and the London-New York investment bank, Lazard Freres, told the Mayor of New York, an old-line machine politician named Abraham Beame, that unless he turned over control of the city’s huge pension funds to a committee of the banks, called the Municipal Assistance Corporation, the banks and their influential friends in the media would ensure financial ruin to the city. Not surprisingly, the overpowered Mayor capitulated, New York City was forced to slash spending for roadways, bridges, hospitals and schools in order to service their bank debt, and to lay off tens of thousands of city workers. The nation’s greatest city was turned into a scrap heap beginning then. Felix Rohatyn, of Lazard Freres, became head of the new bankers’ collection agency, dubbed by the press as ‘Big MAC.

New York City in the late afternoon, shining in the sunlight. It did my heart good to see it again, its jolies-laides streets both generous and mean, so much talent in the air, so many rats underfoot, its people striding forth in summer shorts, its parks brightened by young girls in flower, its rusting metal bridges, its pinnacles, its terrible road surfaces, its everything-at-once-ness, its inexhaustible abundance, its crowded excess, and construction sites and music everywhere. Home. As the ambulette moved through Manhattan

And he was seldom out of sight of the new bridges, which had married beautiful womanly Brooklyn to her rich uncle, Manhattan; had put the city’s hand out to the country; and were the end of the past because they spanned not only distance and deep water but dreams and time. The

While he was in school, we needed to pay our bills. I had to get a job. I'd majored in music (piano). I had no business credentials, connections, or confidence, so I started as a secretary to a retail sales broker at Smith Barney in midtown Manhattan. It was the era of Liar's Poker, Bonfire of the Vanities, and Working Girl. Working on Wall Street was exciting. I started taking business courses at night and I had a boss who believed in me, which allowed me to bridge from secretary to investment banker. This rarely happens. Later I became an equity research analyst and subsequently cofounded the investment firm Rose Park Advisors with Clayton Christensen, a professor at Harvard Business School. When I walked onto Wall Street through the secretarial side door, and then walked off Wall Street to become an entrepreneur, I was a disruptor. "Disruptive innovation" is a term coined by Christensen to describe an innovation at the low end of the market that eventually upends an industry. In my case, I had started at the bottom and climbed to the top—now I wanted to upend my own career. No wonder my friend thought I'd lost my sanity. According to Christensen's theory, disruptors secure their initial foothold at the low end of the market, offering inferior, low-margin products. At first, the disrupter's position is weak. For example, when Toyota entered the U.S. market in the 1950s, it introduced the Corona, a small, cheap, no-frills car that appealed to first-time car buyers on a tight budget.

The full moon rose above the harbor as brightly lit tour boats skimmed along the black water, the brilliant cluster of lower Manhattan piled like stacks of coins from a treasure chest in the distance. Up the river, bridges arched across the wide water all the way up the east side, while the Brooklyn side was marked by soft, round lights, like a string of pearls.

He turned his head and found he was looking down on Manhattan and the bridge. His next words seemed to grant sacrosanct properties to the darkest of human waste materials.

Dumbo, short for Down Under the Manhattan Bridge Overpass, used to be a ferry landing and still has an industrial feel.

She let him into the house secretly, saw him privately, and kept him out of his father’s sight.53 And yet, even Corneil, this creature of deceit, could not deny the truth about himself. He alternated his bombast with references to “my shame & mortification & sorrow.” He was literally fatalistic about his hope of reform. He wrote to Greeley of his “determination to humbly forfeit my life as the penalty of further vice.” It was the one prediction about himself that would come true.54 ON FEBRUARY 15, 1866, the locomotive Augustus Schell chuffed onto the Albany bridge and rolled westward along its 2,020-foot span, over a total of nineteen piers, across an iron turntable above the center of the river below, and rattled down into Albany itself. Following this symbolic inauguration, the first passenger train crossed one week later. After four years of construction (and many more of litigation), the bridge gave the New York Central a continuous, direct connection to the Hudson River Railroad, and thus to Manhattan. But its completed track became a lighted fuse.55 The Commodore’s cold response to Corneil’s backsliding revealed the icy judge who had always lurked behind the encouraging father. So, too, did the implacable warrior remain within the diplomat who had negotiated with Corning and Richmond. In December 1865, for example, the New York Court of Appeals handed down final judgment in the long-running court battle between Vanderbilt and the New York & New Haven Railroad over the shares that Schuyler had fraudulently issued in 1854. Over the years, weary shareholders had settled with the company—but the Commodore refused. He had waged his battle until the court ruled that the company owed $900,000 to Schuyler’s victims. “The great principle is now settled by the highest court in this State,” wrote the Commercial and Financial Chronicle, “that railroad and other corporations are bound by the fraudulent acts of their own agents.”56 It was, indeed, a great principle—but businessmen also saw a more personal lesson in the Schuyler fraud case. “The Commodore’s word is as good as his bond when it is fairly

Whenever I walked across the Manhattan Bridge, I remembered myself as having crossed the Brooklyn Bridge. This is because you can see the latter from the former, and the latter is more beautiful. [...] But by the time I arrived in Brooklyn to meet Alex, I was starting to misremember crossing in the third person, as if I had somehow watched myself walking beneath the Brooklyn Bridge's Aeolian cables.

Standing out from the (New York City) map's delicate tracery of gridirons representing streets are heavy lines, lines girdling the city or slashing across its expanses. These lines denote the major roads on which automobiles and trucks move, roads whose very location, moreover, does as much as any single factor to determine where and how a city's people live and work. With a single exception, the East River Drive, Robert Moses built every one of those roads. (...) Only one borough of New York City—the Bronx—is on the mainland of the United States, and bridges link the island boroughs that form metropolis. Since 1931, seven such bridges were built, immense structures, some of them anchored by towers as tall as seventy-story buildings, supported by cables made up of enough wire to drop a noose around the earth. (...) Robert Moses built every one of those bridges. (He also built) Lincoln Center, the world's most famous, costly and imposing cultural complex. Alongside another stands the New York Coliseum, the glowering exhibition tower whose name reveals Moses' preoccupation with achieving an immortality like that conferred on the Caesars of Rome. The eastern edge of Manhattan Island, heart of metropolis, was completely altered between 1945 and 1958. (...) Robert Moses was never a member of the Housing Authority and his relationship with it was only hinted at in the press. But between 1945 and 1958 no site for public housing was selected and no brick of a public housing project laid without his approval. And still further north along the East River stand the buildings of the United Nations headquarters. Moses cleared aside the obstacles to bringing to New York the closest thing to a world capitol the planet possesses, and he supervised its construction. When Robert Moses began building playgrounds in New York City, there were 119. When he stopped, there were 777. Under his direction, an army of men that at times during the Depression included 84,000 laborers. (...) For the seven years between 1946 and 1953, no public improvement of any type—not school or sewer, library or pier, hospital or catch basin—was built by any city agency, even those which Robert Moses did not directly control, unless Moses approved its design and location. To clear the land for these improvements, he evicted the city's people, not thousands of them or tens of thousands but hundreds of thousands, from their homes and tore the homes down. Neighborhoods were obliterated by his edict to make room for new neighborhoods reared at his command. “Out from the heart of New York, reaching beyond the limits of the city into its vast suburbs and thereby shaping them as well as the city, stretch long ribbons of concrete, closed, unlike the expressways, to trucks and all commercial traffic, and, unlike the expressways, bordered by lawns and trees. These are the parkways. There are 416 miles of them. Robert Moses built every mile. (He also built the St. Lawrence Dam,) one of the most colossal single works of man, a structure of steel and concrete as tall as a ten-story apartment house, an apartment house as long as eleven football fields, a structure vaster by far than any of the pyramids, or, in terms of bulk, of any six pyramids together. And at Niagara, Robert Moses built a series of dams, parks and parkways that make the St. Lawrence development look small. His power was measured in decades. On April 18, 1924, ten years after he had entered government, it was formally handed to him. For forty-four years thereafter (until 1968), he held power, a power so substantial that in the field s in which he chose to exercise it, it was not challenged seriously by any (of 6) Governors of New York State or by any Mayor of New York City.

all tunnels and bridges out of Manhattan

Raised in privilege, Robert Moses was always cushioned from real life; from the age of nine, he slept in a custom-made bed and was served dinner prepared by the family’s cook on fine china. As Parks Commissioner, he swindled Long Island farmers and homeowners out of their land to build his parkways—essentially cattle chutes that skirted the properties of the rich, allowing those well-off enough to own a car to get to beaches disfigured by vast parking lots. He cut the city off from its waterfront with expressways built to the river’s edge, and the parks he built were covered with concrete rather than grass, leaving the city grayer, not greener, than it had been before. The ambient racism of the time hardly excuses his shocking contempt for minorities: of the 255 new playgrounds he built in the 1930s, only one was in Harlem. (Physically separated from the city by wrought-iron monkeys.) In the decade after the Second World War, he caused 320,000 people to be evicted from their homes; his cheap, sterile projects became vertical ghettos that fomented civic decay for decades. If some of his more insane schemes had been realized—a highway through the sixth floor of the Empire State Building, the Lower Manhattan Expressway through today’s SoHo, the Battery Bridge whose approaches would have eliminated Castle Clinton and Battery Park—New York as we know it would be nearly uninhabitable. There is a name for what Robert Moses was engaged in: class warfare, waged not with armored vehicles and napalm, but with bulldozers and concrete.

I think about what makes us lonely on a recent subway ride from Brooklyn to Manhattan. As the train hurtles over the Manhattan Bridge, the subway car is silent, save for the muffled beats of a pop song. A woman up front is reading a book, and a few commuters are dozing. The rest of us are glued to our devices: heads bent, earbuds in, fingers scrolling. The trains sputters and then stops completely mid-bridge; plugged into our own curated digital landscapes, no one looks up. What was once a period of contemplation, boredom, small talk, confrontations, maybe even some light flirting, has been replaced by screens. In addition to filling the blank spaces in our day, our phones double as a crutch to “lean on when we are socially anxious or uncomfortable,” says Julia Bainbridge, a freelance writer and editor, who, in 2016, launched The Lonely Hour, a podcast dedicated to exploring the condition. The world is unpredictable, but our screens provide a convenient buffer against the possibility of spontaneous human interaction.

The field office was in the Jacob Javits building, which was located in an especially barren part of lower Manhattan, down near the Brooklyn Bridge and Tweed courthouse.

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writer Robert Heinlein put it shortly after the Moon landing, Apollo’s success was “the greatest event in all the history of the human race up to this time.” 203 The symbolic meaning of the program’s end shouldn’t be underestimated. Apollo was nothing less than an instance of the technological sublime. The Apollo 11 mission, and the technological mastery a successful Moon landing represented, elicited a cross-cultural spiritual reaction. Images from the mission were “surrounded with the aura of religion,” 204 from the silvery Saturn V rocket, which towered against the darkness of space before it lifted off and sent the first humans to another world, to the Apollo 8 crew’s reading from the Book of Genesis on Christmas Eve 1968, to Armstrong’s footprints on the lunar surface. In the 20th century, the experience of the technological sublime was a recurrent phenomenon in America—think of the interstate highway system, the Hoover Dam, the Manhattan skyline, the atomic bomb, the jet airplane, or the Golden Gate Bridge.

Manhattan was no different and it had the added advantage of a water perimeter no longer spanned by bridges, the tunnels blocked, and that outer buffer zone with its black fire lanes.

AN HOUR LATER it was dark, which is the best condition for using the Brooklyn Bridge. Reacher felt like a tourist as they swooped around the ramp and up over the hump of the span and lower Manhattan was suddenly there in front of them with a billion bright lights everywhere. One of the world’s great sights, he thought, and he had inspected most of the competition.

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