Third Avenue Railroad Company car barn, behind the tracks of the Third Avenue El at 65th Street, October 8, 1936. This imposing French Second Empire structure opened in 1861 and later expanded to cover the entire block between Second and Third Avenues, 65th and 66th Streets. The car barn served as a storage and transfer facility for Third Avenue streetcars and also included stables until horse-drawn streetcars were discontinued in 1899. In the early decades of the 20th century, elevated trains, subways and the increasing prevalence of automobiles combined to make the streetcars redundant. When the fleet switched to buses in the 1940s, that spelled the end for the car barn: in 1946, the dramatic Victorian building was sold to New York Life and demolished. The Manhattan House, a groundbreaking modern apartment building, was completed on the site in 1951.

Located between 65th and 66th streets between Second and Third avenues, Manhattan House (1947-51) occupied a full block in an area that was undergoing significant change as the elevated train tracks that had imprisoned that swath of the city was either recently demolished or scheduled for demolition. An old trolley barn, tenements, and assorted commercial buildings were so affordably priced that New York Life bought extra property in the surrounding blocks. The clean, crisp modernist design by architect Gordon Bunshaft, principal at Skidmore, Owings & Merrill (SOM), which was associated with the firm Mayer & Whittlesey on the project, was an immediate success and attracted famous tenants such as Benny Goodman, Grace Kelly, and furniture designer Florence Knoll, as well as Bunshaft himself. The apartments were spacious, but the overall density was an impressive 478 pp/acre. Thanks to New York Life’s interest in long-term profits, the building was more “tower in a garden” than “tower in the park” and covered a higher percentage of land (59 percent) than the vast publicly subsidized projects that were its contemporaries. Manhattan House inspired its share of glazed brick imitators, but the truth about private investment in postwar New York was grim. With unrelenting middle-class flight, the demand for high-quality, higher-priced apartments in Manhattan remained comparatively weak. Density reduction, given these facts, made more sense to both private and public developers. Had density levels of Manhattan House been pursued across large areas of the city during the postwar years, it is likely that the city would already be accustomed to much greater density as is the case in crowded cities like Hong Kong. Instead, market failure in postwar New York was used to justify an aggressive strategy of subsidized low-density living.

By Lawrence Stelter Since the beginning of European colonization, the trade of goods and ideas created prosperity throughout the area around New York Bay. Industrialization further fueled growth and expansion, sometimes at exponential levels. As the population spread out, people worked, worshipped and took their recreation in places far from where they lived. Thus public transportation developed and inexorably grew. In 1832 the horse-drawn coach appeared, and soon thereafter came the horse car, which ran on rails. After the Civil War the horse-car network became inadequate to serve a population that was approaching one million. City leaders sought a means of transportation that would be separate from and unimpeded by the congested streets. Read this in its original format here.

Manhattan House ARCHITECT: Mayer & Whittlesey; Skidmore, Owings & Merrill DATE: 1947-51 Considered by many writers to be the first white brick apartment building, it was also notable for being one of the first multiple dwellings in New York City to attempt “an indoor-outdoor synthesis” through the integration of large windows and deep projecting balconies, as well as landscaped driveways and a block-long rear garden enclosed by a low granite wall. Manhattan House generated considerable media attention and in 1952 received an award from the New York Chapter of the American Institute of Architects, which described it as “extremely attractive in appearance and beautiful in detailing.” Future New York Times and Wall Street Journal architecture critic Ada Louise Huxtable also praised its design, commenting in 1960 that Manhattan House was “one of the best examples to date … notable for its clean architectural shape, as well as for its superior execution in a highly competitive, speculative, building field.”

Postwar, the private sector showed signs of renewed interest in high-density housing. The resurgence of the city’s service sector, as embodied in gleaming office towers of midtown, indicated a real estate vitality not seen in the city since the 1920s. Modernist apartment projects pointed the way to stylish, in-town living. Explore the entirety of the Skyscraper's Museum's Exhibit: Housing Density From Tenements to Towers.