Cambridge Designers: John Muldoon

John Muldoon, undated photograph. Image courtesy of Tracy (Halliday) Reusch.

John E. Muldoon, a furniture designer and self-taught architect, was born in East Cambridge in November 1864, the first child of William H. and Catherine (McKeever) Muldoon. William had been born in the neighborhood in 1840. When the Civil War began in 1861, the 21-year-old enlisted as a private in the U.S. Army; in 1864, during the long Siege of Petersburg, Virginia, William suffered a severe wound to his left arm, which was so damaged it had to be amputated. He was mustered out that same year and returned to Cambridge; he was home when John was born. The family lived on Fifth Street in East Cambridge; John’s only sister, Sarah, was born in 1866, his brother Samuel in 1872, and his youngest brother, William, in 1888. William the father worked at the nearby New England Glass Company, and later opened a tavern, “The Cosmopolitan,” on Cambridge Street, and even became a teacher. He died in 1898.    

Advertisement for William Muldoon’s tavern, ‘The Cosmopolitan’, Cambridge Chronicle, July 1884.

John Muldoon attended local public schools and was apprenticed as a carpenter while a young man. In 1887, he married Margaret A. Fay; the next year, they welcomed a son, called Willie. John began work as a furniture designer for the esteemed firm of Irving & Casson and could walk to work from his home, a double house he rented with his parents on Fifth Street.   

Example design by Irving and Casson – A. H. Davenport — Historic New England Collections. Flower Box of Mahogany c.1900.

John was hired by his landlord to design and oversee construction of a new double-house to replace the existing building there. This would be John’s first known foray into the architecture field. The double house at 41-43 Fifth Street was built with modest proportions but exhibits more detail than many surrounding tenements of the time. Today many of the building’s Classically inspired elements are covered in vinyl siding, yet Muldoon’s affection for Classical design is still apparent in the original pilasters in the Ionic style that frame the two entrances under deeply overhanging eaves. An image from the 1960s (below) shows the original pilaster detailing at the bay windows with swags in the entablatures. He and his young family would occupy one unit with his mother and father living in another unit. This first known building commission for John Muldoon would set off a short, yet significant career as an architectural designer in Cambridge.    

Muldoon family home, 41-43 Fifth Street. Before covered with vinyl siding. CHC Staff photograph 1965.

In 1892 John Muldoon, with no architectural training or academic degree, submitted the lowest bid for a new firehouse in East Cambridge and was awarded the contract. The brick structure, described in newspapers as being in the “Doric style,” was built on the corner of Otis and Third streets across from the Middlesex County Courthouse. The station, with its 85-foot hose drying tower, space to accommodate six horses, and (ironically) a smoking room for the firefighters, stood for just three years: in 1895 it and the rest of the block bounded by Cambridge, Otis, Second, and Third streets were razed to make way for the new Middlesex County Registry of Deeds.

“New” Ward 3 Fire Station designed by John Muldoon in 1892. It was demolished less than three years later. Cambridge Chronicle, May 7, 1892.

Muldoon was then hired by the City to design another fire station just a few blocks away at the corner of Gore and Third streets. Architecturally, the second station shares many similarities with the earlier building with a stronger emphasis on Colonial Revival design with bold pilasters and pediment. Historically, the building also exhibited a Palladian window on the second floor. The former station stands today as a noteworthy institutional project in Muldoon’s early architectural career and is likely to have gained him important future commissions in Cambridge, despite his lack of professional credentials.  

Muldoon’s first major project outside East Cambridge came in 1894 when a young couple James and Mary Heffernan hired him to design a large residence at the corner of Cambridge Street and Highland Avenue. The dwelling, while clearly Colonial Revival in its detailing, features a more traditional Queen Anne corner tower capped with a conical roof.  Its prominent site and handsome design may have helped Muldoon attract the attention of affluent Mid and West Cambridge residents, who might otherwise have overlooked the work of a furniture designer from modest East Cambridge. Upper- and middle-class residents took notice of Muldoon’s high-quality designs, which were as good as those of major architectural firms—and cost a lot less.  

Heffernan Residence, 81 Highland Avenue.

In 1895 while overseeing the construction of the second fire station, Muldoon was hired by Jeremiah W. Coveney, a former undertaker, Cambridge City Councillor, and State Senator, to design a dignified single-family home at the corner of Otis and Sixth streets. The design stood out in East Cambridge: a single-family detached house was a rarity in the dense neighborhood of tenements and rowhouses as were houses in the Colonial Revival style. The symmetrical design features two-story rounded bays flanking the central entry portico with a Palladian window above. Alterations in 1992, when the building was used as a funeral home, obscured some of the original detailing, but the Colonial Revival motifs largely remain intact.    

From 1895, John suffered a series of personal tragedies which put most of his projects on hold. In 1895 John and Margaret’s only child, Willie, died of diphtheria at age six. A year later, Margaret died while in Saratoga Springs, New York. After their deaths, John accepted a few small jobs in East Cambridge such as alterations to a neighbor’s house on Fifth Street, two renovations on Otis Street, and designing a stable on Gore Street (since demolished). In 1898 John lost his father.  

During these somber years, John met Ellen Frances O’Connell (1875-1920), a first-generation Irish immigrant who lived with her father and mother in East Cambridge. Her father, John Patrick O’Connell, was for years the advertising agent for the Sacred Heart Review, a prominent Catholic publication that was active from 1888 to 1918. John and Ellen  married in 1900 and would have six children together: five daughters (Helen, Catherine, Mary, Sarah, and Betty) and one son, John E. Muldoon, Jr.  

The year before the marriage, Thomas J. Casey, the Chief of the Cambridge Fire Department, commissioned John to design a residence for his family on Lexington Avenue. The Casey’s stately, Colonial Revival double-house, a stone’s throw from the recently built Engine 9 Fire Station (1896), which was not designed by Muldoon. The Casey Residence exhibits Muldoon’s exceptional understanding on Colonial-inspired design with its rounded bays, a columned portico, and intricate trim detailing on the façade and dormers. Inside, five types of wood were laid as flooring in distinct patterns and colors.  

Chief Thomas Casey House, 166-168 Lexington Avenue.

John’s craftsmanship (and low costs) impressed developers in Mid-Cambridge, who commissioned him to design multiple properties in the neighborhood. In 1901 he designed three adjacent double-houses at 27-29, 31-33, and 35-37 Highland Avenue for the owner-developer John Elston. The three unique residences are an eclectic blend of Queen Anne and Colonial Revival influences and today are in varied states of preservation. Elston also hired Muldoon that year to design a duplex at 14-16 Ellsworth Park, a short dead-end street.  

During his career designing buildings all over Cambridge, John remained employed as a designer at Irving & Casson. Though he split his time between roles as architect and designer, his employers at Irving & Casson must have given him their blessing; as in 1903, John was hired by them to plan and design a four-story, four-bay addition to the company’s plant, that would be modest in size and located in the central corridor screened from Otis and Thorndike streets.

Irving & Casson Factory with Muldoon-designed addition from 1903 highlighted.

John Muldoon’s last known project in Cambridge was the two-family house he designed for himself and his family. In 1909 he purchased a house lot on Lexington Avenue from the heirs of his former client, Fire Chief Thomas J. Casey and erected the grand Colonial Revival style structure one sees  today. The two-family house boasts a large, gambrel roof with its gable end facing the street, elaborate columned porticos surmounted by balustrades topped with urns, and bold corner quoins.  

John Muldoon House (1909), 146-148 Lexington Avenue.

John Muldoon’s legacy in Cambridge cannot be overstated. He progressed from carpenter’s apprentice and furniture designer to a twenty-year career designing houses and buildings in Cambridge. Some of the city’s best examples of Colonial Revival-style houses were designed and built by Muldoon, the self-taught architect.    

While he seemingly retired from the architecture profession following the completion of his own home on Lexington Avenue, he remained employed at Irving & Casson until his death in 1937. He was 72 years old.

Muldoon House (center left) and neighboring Chief Casey House (right) on Lexington Avenue.

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International Traffic Light Day

Cambridge Sentinel July 5, 1930

How many times have you fumed at an interminably slow traffic light or at people “running the light,” or been “rear-ended” while waiting? It’s hard to imagine driving in the city these days without traffic lights, but 100 years ago there were none. 

But first, we can’t talk about traffic lights without a brief detour into the history of driver’s licenses. After all, the need for traffic lights arose from the number of cars on the road.

According to the American Automobile Association, in 1903, “Massachusetts (and Missouri) became the first states to require a driver’s license….when the first licenses were issued, they weren’t used to prove a motorist was a capable driver. By and large, anyone with a pulse and a car could obtain one” 

Rhode Island was the first state to require a written test to obtain a license in 1908. Amazingly, it wasn’t until 1959 that all states required an exam to get a driver’s license.  (South Dakota was the holdout.)

According to the Federal Highway Administration, in 2019, Massachusetts had 4,950,056 licensed drivers.  No wonder we need traffic lights!

Massachusetts Driver’s License 1915. (Image Flyingtigerantiques.com)

In the 1920s, licensed drivers were often referred to as “Autoists” in the press.

Cambridge Chronicle June 25, 1921

 Prior to electric traffic lights traffic was directed by a traffic officer at intersections. This inevitably led to complaints about the officer holding up traffic in one direction in favor of waving through traffic in another direction. Discussions about installing traffic signals began in earnest in the mid-1920s when permission was given to “install a signal box for a new automobile traffic signal at the corner of Boylston [now JFK] and Mount Auburn Streets.” (Cambridge Tribune December 6, 1924) Permission was granted, and a few weeks later the Cambridge Tribune updated the situation: “Illuminated arrows direct the driver to the right, and an especial signal of red and yellow lights in combination, stops vehicular traffic while pedestrians cross the street in any direction safely.” (Cambridge Tribune December 27, 1924) 

Central Square acquired its first traffic signal in 1924. This led to a kerfuffle about angle vs. parallel parking in town. The point of the traffic signal was to speed traffic but some felt that goal was hampered by “angle parking,” (car front end to curb).  Of course, angle parking is much easier than parallel parking, hence the debate.  Angle parking “delayed the speed of autos, which is necessary because of the new traffic signal in Central square.”

Cambridge Sentinel June 21, 1924

Eight months later the issue remained unresolved:

Cambridge Sentinel December 13, 1924

Apart from the parking problem, the advent of traffic lights generated a lot of other discussions. Where should traffic lights be placed? Should there be “safety islands’?  How should they be timed? Should traffic officers trigger the lights? Should officers use loudspeakers? What colors should be used and in what sequence? Amber (what we now call yellow), green and red? Green and red only? Apparently, it was the amber light that caused the most confusion. In 1929, the Cambridge Sentinel reported on the results of a study of how many colors – – and what they mean – – are used in traffic lights in cities throughout the U. S.

The study noted, “Working on the information that persons who are to some extent color blind constitute 5 percent of the population, the bureau of standards has selected colors which are distinguishable to most if not all persons having defective color vision” (Cambridge Sentinel February 23, 1929)

In 1925 a traffic booth was installed In Central Square.

Cambridge Tribune March 28, 1925

The new electric traffic light worked automatically, thereby eliminating the need for a traffic officer. The Tribune went on, “It has three controls so that traffic can be handled according to its call.  By setting it on the first control, traffic will be allowed to go up and down the avenue for 30 seconds and across the avenue for 30 seconds; second control allows traffic to go up and down the avenue for 40 seconds, across the avenue for 20 seconds; third control allows traffic to go up and down the avenue 25 seconds, across the avenue for 35 seconds.”   [Got that??] 

“The device has three colored spaces on each side.  The top one which is read reads “Stop,” the middle being white reads “Change of Traffic.”  There are three seconds between the signals so that each one has a fair chance to get his or her car under control.  The bottom space is green, and reads “Go.” On top of the device there is a red light which is lighted at all times so that it can be seen my any one, therefore eliminating trouble by saying that they could not see it.”   

Shortly thereafter the Chronicle outlined two suggestions for improvements to the “auto-cop” made by pedestrians and traffic officers alike, “…by which Central square’s new auto-cop might be distinctly improved upon….that the alarm bell, which rings to signal a traffic change, should be considerably louder…a more staccato note…would prove doubly effective… the second suggestion is that, during the interval of “traffic change,” when these words are outlined in white light in the center of the device, all other signals should disappear.  An approaching motorist will tend to keep aright on going as long as he sees the word “Go” inviting him to do so.” (Cambridge Chronicle May 9, 1925.) 

On June 5th, 1926, the Cambridge Chronicle reported that a “new” General Electric traffic signal had been put in operation the previous Saturday in Central Square.  It featured a booth for a traffic officer who operated the signal.

That sounded hopeful. But the following year, after several traffic accidents involving officers, the police chief recommended what he called a “Fifth Avenue” system of lights for Massachusetts Avenue. (This system was named after the street in New York City where it was already in use.)  Also known as the “wave” system, it coordinated traffic signals at each intersection so that if traffic moved at a given speed, they would never “hit the light” and be stopped.  It’s not clear from the newspapers whether or not this was adopted.

Philadelphia had an interesting method of activating the lights:

Mrs. I. T. Holton tests a new automatic traffic control installation which is being in tested in Philadelphia’s suburbs.  It is designed to allow a motorist to cut into a busy traffic artery from a side street.  By sounding her horn Mrs. Holton is changing the lights through a device which gathers the sounds and uses them to motivate an electrical sequence.” (Cambridge Sentinel May 4, 1929.)

It took some time for motorists to get used to traffic lights on traffic islands:

Cambridge Chronicle November 15, 1929

The article continues, “City Electrician O’Hearn, who has charge of installing the traffic signal system of which the traffic lights on the “safety island” are an important part, things that a change in reflectors will make them more conspicuous so that the motorists will pay more attention to them.  He blames the motorists for the accidents …He expects that the motorists will soon get used to them…”

Jumping ahead about 7 decades, in 1994 the Cambridge Chronicle launched a new weekly column named “Road Gripe of the Week”

Cambridge Chronicle February 17, 1994

Today Cambridge has 128 standard yellow, green, and red lights; 14 flash beacons operating nonstop, 33 rapid flash beacons activated by pedestrians, and 31 timed school zone beacons operating during school drop-off and pick-up times.

Sources

Cambridge Historical Commission

Cambridge Public Library’s Historic Cambridge Newspaper Collection.

Cambridge Traffic Department  

https://magazine.northeast.aaa.com/daily/life/cars-trucks/auto-history/the-history-of-the-drivers-license/

https://www.fhwa.dot.gov/policyinformation/statistics/2019/dl22.cfm