You Know My Tag, Not My Story: Graffiti in 1970
In the 1970’s the youth of America desperately needed to pass the time between homework and dinner. Some kids opted to play in puddles, others stuck their noses in books, but only a select few dared to walk the high line and create a masterpiece. Today, we do not know exactly who many of these rebellious artists are, but a few have stepped forward to shed a different light on graffiti, and the world of art surrounding it.
When the budget crisis hit New York City in 1975, graffiti went from a one-man hobby to a competition between thousands. The MTA (Metropolitan Transit Authority) had a hard time finding the funds to keep the trains within the city clean, powered, and even running for that matter. Many of the train cars sat vacant and out of service for days, weeks, or months. This gave way to a huge graffiti outburst. To transit officials, it seemed as if those freshly polished train cars were turned into the canvases of the kids and teens all over the big apple in a matter of minutes.
In the late ‘70s, there was a very diverse perspective on graffiti as a whole. The unknown artists and the citizens of the five boroughs saw graffiti as an art, an expression and representation of who they are and where they come from, whereas the businessman saw the graffiti as vandalism.
Graffiti did not just give kids and teens another way to get themselves in trouble, it acted as a light of hope and excitement to the burning walls and neglected streets of 1970’s New York. Artist Christopher Ellis, who’s tag name is Daze, stated: “[he] saw the subway car paintings as a way of adding a defiant touch of life to the South Bronx when entire blocks had been obliterated.” It was a subculture for the youth, and some adults, in a time where hardship was alive and thriving. With graffiti being so public, it opened a door to younger generations and allowed them to find their true identity. “[You] don’t need money, or special knowledge, or the right outfit, or a car, or an ID to see it,” says Sociologist Professor Gregory J. Snyder of Baruch College. Race, gender, age, and class all disappeared when the paint hit the wall. The youth of New York was first known for their tag and their work, not their background.
Whereas a transit authority spokesman fights that “…if it was art, [they] wouldn’t have had to scale fences, dodge dogs and cops.” Professor Snyder once reported on a phone interview, “I’m not trying to make an argument that graffiti is art and not vandalism. I hope I’ve made it clear that it is both.”
As city officials refused to run cars that were etched in names, the hype of subway graffiti came to a close in the early 90s. Graffiti artists who fell in love with the trade continued spraying and made it into their career. Zephyr began spraying his tags all over the subway cars and set the trend for many of graffiti styles today. One of the ‘grandfathers’ of graffiti, Zephyr (Andrew Witten), has been creating masterpieces since the late 1970’s and even when the hype slowed down, he did not. He has since moved on to bigger and better things, such as opening a studio to display his great works but cannot resist the urge to tag his name every once in a while. Although Zephyr is a graffiti elder, Blade is considered the ‘King of Graffiti.’ He created almost five thousand pieces within the short time of 8 years (1972-1980). Following the crowd, Blade displayed his work on the sides of subway cars just like his predecessors but quickly moved to paint canvases allowing his name to echo off the walls of New York City.
As well as Zephyr and Blade, Mr. Ellis went from doodling in his books to opening up a studio with John Matos, better known as Crash. Both Mr. Ellis (Daze) and Mr. Matos decided the location should ensure that only serious buyers and connoisseur of graffiti would purchase their works so they settled on a studio near 149th Street and Third Avenue in the Bronx. Matos has come a long way since the beaten up days of 70s Bronx but turned his passion into a multi-million dollar career. Earlier in 2004, he traveled over to Paris to show off his talent and to his liking, a Parisian collector called his work ‘unnerving.’ Matos knew his works made the collector think deeply about what he painted about. Almost twenty-five years prior, people said the same thing to Matos, but with disgust in their voices.
In the beginning of the graffiti era, the messages were playful. The markings ranged from tags to little sayings such as “Cornbread loves Cynthia.” It was almost child’s play and was very similar to the doodles you would see in a school notebook. As time went on and the graffiti industry was ignited, the messages went for a sharper, more controversial turn. Graffiti went from tags to calling out the upper class. The more political graffiti became the more and more frustrated the MTA became. The MTA refused to admit that the kids had talent and were aware of the social and political corruption happening so instead of allowing the trains to run, they hoarded them in the yards with each painting waiting to be buffed out. Mr. Matos (Crash), although in the 70s hated to see the trains stripped of him and his friend’s hard work, now agrees with the MTA officials. He stated, “…How could I hold it against the MTA? What we were doing was illegal. We weren’t supposed to be there.”
Thanks to the kids and teens of the 70s who were trying to spare their free time and find something to call their own, people of today can study and admire the masterpieces, tags, and risks needed to make their name known. Graffiti was not just a new way for kids to get in trouble, it was a light in the dark and a name for the unknown.
-Brooke Butler, 2016
http://www.alphabetcityblog.com/2008/12/1970s-nyc-subway-graffiti.html
http://cityroom.blogs.nytimes.com/2009/02/17/a-new-look-at-graffiti-writers-lives/
http://www.nytimes.com/2004/11/16/nyregion/remembering-and-defending-subway-graffiti.html?_r=0
http://www.widewalls.ch/10-new-york-graffiti-legends-still-kicking-ass/
http://www.widewalls.ch/20th-century-the-rise-of-graffiti/
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