Sacred Hearts of Jesus and Mary and St. Stephen Roman Catholic Church, 1951. According to the history of the church, "At 3:00 p.m. on the crisp Wednesday afternoon of January 10, 1951, the clock in the tower of what was now known as Sacred Hearts & St. Stephen’s Church rang only twice instead of the usual three times." A five-alarm fire, which started in the choir loft, burned through the church, collapsing the roof and destabilizing the tall steeple. The fire destroyed many of the stained glass windows, the new $20,000 organ, and all of the vestments. Thankfully no one was killed, but the damage was estimated at $2 million. The church rebuilt with donations from parishioners and the generosity of local Jewish and Protestant congregations. St. Stephen's was founded in 1866 in a former Episcopal Church at Carroll and Hicks Streets. The church building seen here was erected in 1875 and designed by famed Catholic church architect Patrick Keeley. Its high steeple cross, illuminated at night, served as a beacon for sailors entering New York Harbor. The Sacred Hearts of Jesus and Mary was established in 1882, the first Italian parish on Long Island. It first used space in a church at Warren and Hicks Streets. The parishes merged in 1941 when Robert Moses' BQE plans forced the razing of the Sacred Heart Church (as well as two other early Italian parishes nearby). The combined parish remains a vibrant part of the Carroll Gardens community. Its annual Good Friday procession is one of the oldest and most well known in the diocese.

Construction was begun on the Brooklyn-Battery Tunnel in 1940. Initially, Robert Moses had pushed for a bridge in the same place, but those plans were scrapped by the Dept. of War citing both security concerns (the bridge would be close to Brooklyn's Navy Yard) and citizen's outcry to preserve the Battery, which was largely undeveloped at the time (an unstated reason was Moses' feud with President Roosevelt.) Instead of a bridge, a tunnel was built to connect the two boroughs. Four towers ventilate the two-mile-long strip of underground highway, refreshing air every 90-seconds.

The Seamen’s Goodwill Mission of the Brooklyn Church and Mission Federation, 1937. Blocks away from the wharves of the Atlantic Basin, neighborhood institutions suited the working class waterfront community. It was described in list of Brooklyn charitable organizations as, "a comfortable building houses hundreds of homeless and friendless seamen every year and furnishes food and shelter to many thousands of men who would seek friendships in the speakeasies of that section. It has been a life-saving station for tens of thousands of men during the years of the past."

Brooklyn approach to the Brooklyn-Battery Tunnel, 1950. Conceived in the late 1930s by city officials, this project was one that master planner Robert Moses was actually not a proponent (and complained about the resulting tunnel for decades). Moses wanted to construct a bridge between lower Manhattan and Brooklyn but city officials, including Mayor LaGuardia, and President Roosevelt advocated for the tunnel (with FDR citing issues of national security in the construction of a bridge as well as his dislike for Moses). Construction on the tunnel began in 1940, with FDR attending the groundbreaking ceremony, but was waylaid by World War II. Completed and opened to traffic in 1950 it is the longest continuous underwater road in North America. In 2010 it was renamed (officially, though not colloquially) the Hugh L. Carey Tunnel, for the former New York State Governor.

“Hamilton Avenue north from Summit Street. Many of the buildings on the east side (right) of the avenue were later razed to make way for the construction of Gowanus Parkway. October 21, 1939.” Construction on the Gowanus Parkway (later the Gowanus Expressway) began in 1939, but it was the construction of the Brooklyn-Battery Tunnel entrance via Hamilton Avenue that saw the demolition of much of this neighborhood; every building pictured was torn down. At right is the intersection of Carroll and Van Brunt Streets. The triangular building at left is no. 100. In the background at left is the India Wharf Warehouse, at Conover Street. The block-long building sat between Hamilton Avenue and the India Wharf frontage of the Atlantic Basin. It was formerly home to the India Wharf Brewery.

"FDNY Hook & Ladder Co. 101 and Engine 202, 1959. The two-bay firehouse was opened in 1872, on a lot purchased from Daniel Dougherty the previous year. Proximity to the waterfront kept the resident firefighting companies busy, and by the 1950s, the firehouse was worse for the wear. In 1960, the station’s services were shifted to a new building at the corner of Richards and Seabring Streets, one block east."

Bakery at the corner of Henry and President Streets, June 26, 1961. This late 19th century corner building draws architectural elements from the Romanesque Revival (rough-hewn stone, round-arched upper windows) and Queen Anne (asymmetry, tiled roof) styles. The corner tower and pressed metal cornice along the entire roofline include intricate detail.

The completion of the Brooklyn-Battery Tunnel in May, 1950 marked the end of 10 years of planning and engineering, overcoming back-breaking labor, war, and financial difficulty that stood in its way. At the time the nation’s longest most modern underwater vehicular tunnel, the Brooklyn-Battery tunnel had about as turbulent a history as any of New York’s infrastructure. It was the most expensive two-mile bit of highway ever built at the time - costing more than $40,000,000 a mile. A connection between Brooklyn and Manhattan was first conceived of in 1929. Initially, a graceful, double-unit suspension bridge was to connect the boroughs, featuring a ramp leading down to Governor's Island at the apex. Unfortunately, various groups objected against its potential to disfigure the Battery Park Landscape, and President FDR cited security concerns. In the end, the War Department barred the construction of the bridge in 1939. Funding dwindled on the endeavor to drill a two-mile tunnel between Battery Park and Brooklyn until the Reconstruction Finance Corporation offered $57,000,000 in loans towards its construction. Ground broke on October 28th, 1490, with President Franklin D. Roosevelt on hand for the momentous occasion. Major construction work began in 1941 and for nearly two years, it slowly marched forward. On the Manhattan end, a hole 24-feet in diameter was carved through solid rock which began 2,800 feet under the surface of the river. The Brooklyn side was challenged with softer rock to drill through at about 1,000 feet from the entrance at Hamilton Avenue and Van Brunt Street. The United States entry into World War II put an end to construction on the tunnel, leaving both materials and manpower becoming scarcer every day. In fact, progress on the tunnel came to a standstill towards the end of 1942. For three years the whole project lay idle, only the throne of pumps on the Brooklyn side signifying that the tunnel job was not forgotten. Things began humming again at the end of the war in 1945. Water was pumped out, concrete shields were removed, and men came back to work. It took another five years for the tunnel to be completed and acclaimed as a modern marvel. Fully illuminated, with fresh air exchanged every 90 seconds, the tunnel was opened with great fanfare.