2019年4月30日 星期二


卡達克斯(西班牙語:Cadaqués),是西班牙加泰隆尼亞赫羅納省的一個市鎮。總面積27平方公里,2001年總人口2024人,人口密度75人/平方公里。

https://en.wikipedia.org/wiki/Cadaqu%C3%A9s
Cadaques, seen from behind, 1921

The Cube Houses in Rotterdam, Netherlands

DW Euromaxx 覺得特別──在 Rotterdam 。
🔶 The Cube Houses in Rotterdam, Netherlands are one of the city’s most iconic attractions. They were designed by Dutch architect Piet Blom in the late 1970s and resemble an abstract forest, each triangular roof representing a treetop. Would you like to live there?
📍 Rotterdam, Netherlands
📸 IG twowildcdns

2019年4月28日 星期日

St Petersburg: Three Centuries of Murderous Desire 聖彼得堡:權力和欲望交織、殘暴與屠殺橫行的三百年史












St Petersburg: Three Centuries of Murderous Desire
 Hardcover – 29 Jun 2017
by Jonathan Miles (Author)




From Peter the Great to Putin, this is the unforgettable story of St Petersburg – one of the most magical, menacing and influential cities in the world.

St Petersburg has always felt like an impossible metropolis, risen from the freezing mists and flooded marshland of the River Neva on the western edge of Russia. It was a new capital in an old country. Established in 1703 by the sheer will of its charismatic founder, the homicidal megalomaniac Peter-the-Great, its dazzling yet unhinged reputation was quickly fashioned by the sadistic dominion of its early rulers.

This city, in its successive incarnations – St Petersburg; Petrograd; Leningrad and, once again, St Petersburg – has always been a place of perpetual contradiction. It was a window on to Europe and the Enlightenment, but so much of the glory of Russia was created here: its literature, music, dance and, for a time, its political vision. It gave birth to the artistic genius of Pushkin and Dostoyevsky, Tchaikovsky and Shostakovich, Pavlova and Nureyev. Yet, for all its glittering palaces, fairytale balls and enchanting gardens, the blood of thousands has been spilt on its snow-filled streets. It has been a hotbed of war and revolution, a place of siege and starvation, and the crucible for Lenin and Stalin’s power-hungry brutality.

In St Petersburg, Jonathan Miles recreates the drama of three hundred years in this absurd and brilliant city, bringing us up to the present day, when – once more – its fate hangs in the balance. This is an epic tale of murder, massacre and madness played out against squalor and splendour. It is an unforgettable portrait of a city and its people.








聖彼得堡:權力和欲望交織、殘暴與屠殺橫行的三百年史 

內容簡介

她是詩人普希金嘴裡「俄國面向西方的窗口」
也是沙皇尼古拉二世口中「是俄國卻又不是俄國人的城市」
她的起落,見證了俄國從彼得大帝建城到普丁專政,
權力和欲望交織、殘暴與屠殺橫行的三百年史


《時代雜誌》2017年年度好書
政大民族系教授趙竹成 專文推薦


【內容簡介】

世上諸城中擁有最精采歷史的奇妙城市。
──杜斯妥也夫斯基,一八六三年

聖彼得堡屬於俄羅斯,但不屬於俄羅斯人。
──沙皇尼古拉二世

聖彼得堡永遠像是座不可能存在的都城,一七○三年,在彼得大帝堅忍不拔的意志力下,她從冰冷迷霧與涅瓦河的氾濫沼澤地中興起。她是古老國度俄羅斯的新首都,擁有一系列的不同化身,從聖彼得堡、彼得格勒、列寧格勒,再回到聖彼得堡,這座城市一直是恆常充滿矛盾的地方。

聖彼得堡也是俄羅斯通往西方與啟蒙思想的窗子,眾多俄國人的榮耀都在這裡開創,這裡有著音樂、舞蹈,以及曾經的政治願景。聖彼得堡也是孕育俄羅斯文藝的溫床,在這誕生的天才有普希金、杜斯妥也夫斯基、柴可夫斯基和蕭斯塔科維奇。然而,在沙皇金碧輝煌的宮殿、童話般的舞會和迷人的花園外,曾有數千人的鮮血潑灑在城中積雪的步道上。聖彼得堡也是戰爭和革命的搖籃,以及列寧和史達林等共產黨人,施行恐怖統治的所在。

在本書中,文化歷史學者強納森.邁爾斯重建了這座荒謬卻又美麗城市的三百年戲劇場面,從聖彼得堡建城的那刻,直到「現代沙皇」普丁執政的今天。本書是一齣關於人性的美善與險惡的戲劇,一則關於俄羅斯近代發展的史詩,是對這座城市的歷史、人文、地理最全面且詳實的指引。



 
 

作者介紹

作者簡介

強納森.邁爾斯Jonathan Miles
文化歷史學者、藝術家、作家、策展人,從小成長於美國、加拿大與英國,先就讀倫敦大學學院,後在牛津的劍橋大學耶穌學院取得博士學位。早期的著作包括對於英國藝術家埃里克.吉爾(Eric Gill)和大衛.瓊斯(David Jones)的研究。近作包括探索法國波旁復辟時期藝術、政治和道德衝擊的《美杜沙:船難、醜聞與傑作》(Medusa: The Shipwreck, the Scandal and the Masterpiece)、訴說一位耀眼蘇聯間諜故事的《有九條命的奧圖.凱茲》(The Nine Lives of Otto Katz),出版後皆獲得國際認可。個人網站:www.jonathanmiles.net

譯者簡介

楊芩雯
做過記者和編輯,現為專職譯者。譯作有《閣樓裡的哲學家》、《製造俄羅斯》、《普丁的國家》、《總統的人馬》、《強尼上戰場》、《蝗蟲效應》、《柬埔寨:被詛咒的國度》等書。譯作《強尼上戰場》獲二○一五年中國時報開卷好書獎翻譯類。
 

目錄

推薦序 世紀之城,聖彼得堡的三百年史(趙竹成)
第一章 暮光下的涅夫斯基大街1993

第一幕 沙皇1698-1825
第二章 倫敦浩劫1698
第三章 危險的跳升1700-1725
第四章 昏睡與重生1725-1740
第五章 跳舞、做愛、飲酒1741-1761
第六章 轉型的城市1762-1796
第七章 瘋狂、殘殺與暴動1796-1825

第二幕 人民1825-1917
第八章 冷酷的新境界1825-1855
第九章 不滿1855-1894
第十章 在懸崖邊緣跳舞1894-1905
第十一章 閃耀與絕望1906-1917

第三幕 同志與市民1917-2017
第十二章 紅色的彼得格勒1917-1921
第十三章 失勢的城市1921-1941
第十四章 最黑暗與最光榮的時刻1941-1944
第十五章 地下的耳語1945-1991
第十六章 通往西方的破窗1991-2016
第十七章 幻影2017

謝辭
圖片出處
注釋
參考書目
 
 

推薦序
世紀之城,聖彼得堡的三百年史(趙竹成 政治大學民族系教授)


矗立在涅瓦河口,芬蘭灣邊的聖彼得堡,曾經有過不同的名字:彼得格勒(一九一四年八月至一九二四年一月),列寧格勒(一九二四年一月至一九九一年九月)。一七○三年五月,彼得大帝在大北方戰爭(一七○○至一七二一年)仍然進行之際,決定興建新都。為了新都的安全,另外在彼得堡外建立克隆施塔特要塞(Kronstadt)。

聖彼得堡是第一個根據歐洲範例建立的俄羅斯城市。城市的建立,象徵遙遠東方的俄羅斯向西方開啟一道大門,不僅讓俄羅斯走向歐洲,也讓歐洲更容易接近俄羅斯。誠如彼得大帝所言,建這座城「是要讓來自其他國家的訪客,能夠經由海洋航行到沙皇這裡,而不必克服危險的陸路到莫斯科」。

聖彼得堡做為俄羅斯帝國的首都也有著不容易梳理清楚的歷史。遷都聖彼得堡事實上自一七一○年,政府高官逐漸移居至聖彼得堡就已開始。到一七一一年,參議院移轉到這座新的城市,同一年波斯在聖彼得堡設立大使館。到一七一二年,英國、法國、荷蘭、普魯士等國代表相繼駐進聖彼得堡,同時皇宮整建完成。隨後自一七一三至一七一四年,各部會陸陸續續自莫斯科遷往聖彼得堡。自此,除在彼得二世及安娜女皇期間(一七二七至一七四○年),莫斯科為實際首都外,羅曼諾夫王朝歷任沙皇和布爾什維克黨以此為中心,統治著廣闊無邊的土地直到一九一八年。

環繞著聖彼得堡是一部奠定現代俄羅斯文化、政治、經濟、社會基本格局的故事。彼得大帝的西化帶來正反兩面的評價,他的宗教改革確立了俄羅斯正教會凱撒教皇主義的原則。莫斯科大學,聖彼得堡劇院在伊莉莎白女王任內創立,俄羅斯重要的科學家羅蒙諾索夫(Mikhail Lomonosov)也在伊莉莎白女王期間卓然有成。凱薩琳二世為俄羅斯打通黑海的通路,擴張西部邊疆的極限。亞歷山大一世打敗拿破崙,讓俄羅斯真正成為歐洲外交不可缺的一分子。尼古拉一世造就的斯拉夫派與西化派的大辯論,迄今餘波盪漾。亞歷山大二世的大解放,亞歷山大三世的西伯利亞大鐵路建設,尼古拉一世歷經的日俄戰爭,以及第一次世界大戰後,結束帝國統治,開啟新時代的蘇維埃政權。所有這些關於俄羅斯歷史的重大事件,都與聖彼得堡連接在一起。

聆聽柴可夫斯基的音樂,朗誦普希金的詩歌,沉浸於列賓的畫作,這些人類文明史上的藝術結晶也是聖彼得堡歷史的部分。

然而聖彼得堡又是一部平凡人的歷史。今天遊客在陽光燦爛的日子,讚嘆冬宮隱士廬中令人驚豔的館藏。或是在夏宮看著無數的噴泉翩翩起舞,又或是乘著小船迎著風,倘佯在涅瓦河上體會白夜,享受如阿姆斯特丹的風情。這些景象卻是一群群為了偉大沙皇的發想,而被迫與沼澤、嚴寒、瘴癘、飢餓對抗,忍受著凍傷、瘧疾、壞血病、痢疾的無數奴工,用生命換來的。而這些人,在如此容顏的聖彼得堡歷史中沒有名字。又如同在八百七十二天的列寧格勒圍城戰,如 今只能在皮斯卡列夫紀念墓園,在手持橡樹花圈「母親-祖國」的注視下,看到石牆上刻著:「這裡躺著列寧格勒人!」才會讓人憶起,那些因為食物不足而餓死的六十四萬一千八百零三人。

聖彼得堡的歷史是誰的歷史?是那些王公、貴族、藝術家、作家心中的偉大城市,或是那些一般人口中我們的「彼切爾」(Piter)?這正是我們閱讀任何一個偉大城市故事時的心頭惆悵。

本書在書寫時不是完全以俄羅斯歷史的途徑進行敘述,而是在一個俄羅斯歷史敘述的故事中,再加上無數的外國人的標記。這些當時身處其境的外國外交官、遊客、水手、建築師、科學家、藝術家、家庭教師、商人,在每一個我們已知道的故事中,再加上自己的注記。透過這些注記,讓我們得以能用更深邃的眼光看到彼得大帝、凱薩琳二世的皇家悲劇,看到尼古拉一世、亞歷山大三世的帝國已難以維持,或是十九世紀的民粹主義運動中,女性展現如此堅強的毅力。或是基洛夫事件後史達林的瘋狂,蘇聯瓦解後社會的崩解、失序與無助。但是在這些浪潮的起伏動盪中,我們仍舊看到聖彼得堡這個城市頑強的生命力,就如同遙指著遠方的彼得大帝青銅騎士,雖然歷史波折多難,但是如同在夕陽映照下,發出金色光芒的彼得保羅大教堂,聖彼得堡如同俄羅斯,會繼續走出自己獨特的一條命運之道。

這本書除了適合做為正規學習俄國史課程學習的補充材料外,也是給熱愛聖彼得堡一切的讀者一份另類省思的禮物。
 

2019年4月27日 星期六

台灣民俗村





維基百科,自由的百科全書
跳至導覽跳至搜尋
台灣民俗村
位置臺灣 臺灣
彰化縣花壇鄉灣雅村三芬路360號
業主日榮資產管理股份有限公司
開幕1993年12月11日
休業2013年7月
面積52公頃
網站日華大飯店
台灣民俗村是一個由文化面出發,結合歷史、古蹟、民俗、文化、教育、遊樂、休閒等多功能的遊樂園區,位於彰化縣花壇鄉東方、八卦台地一處山谷裡,是八卦山風景區所屬的八卦山大佛遊憩區景點之一。園區後方有縣道139號經過,但園區大門設立於三芬路,故主要交通是仰賴彰60線進出。
目前園區暫停開放,僅嘯月山莊休閒渡假飯店(已更名為日華大飯店)仍正常營運。

歷史[編輯]

  • 1987年,台灣民俗村創辦人施金山成立金景山實業股份有限公司,選址於現今所在的園址興建台灣民俗村。
  • 1989年正式動工,1993年12月11日正式啟用,園區總面積達52公頃,大門是仿造清代彰化縣城西門,門上匾「慶豐門」三字,整座城門是園區出入口的象徵。後來,營運期間遭受921大地震而中斷,2003年才恢復營運。
  • 施金山於2007年去世後,台灣民俗村因經營不善,負債新台幣30億元,遭到法院拍賣,由大佛山股份有限公司負責人黃愛倫妙天禪師女兒)以新台幣15億6千多萬元取得債權。2011年10月底辦理產權移轉後,台灣民俗村改由大佛山股份有限公司經營。
  • 2012年3月13日起,園區除拍片劇組外,暫停開放,嘯月山莊休閒渡假飯店仍正常營運。
  • 2013年4月18日,台灣民俗村產權人日榮資產管理公司臺鐵舊有的建築站體新北投車站無償捐贈給台北市政府,2017年4月1日在台北捷運新北投車站旁的七星公園內原址重建。
  • 2013年7月,北斗奠安宮25年前因重建,讓兩百多年老廟遷移到台灣民俗村;大佛山公司同意將老廟無償贈還,廟方將出資將老廟遷回奠安宮停車場。

園內文化資產[編輯]





彰化縣花壇鄉
台灣民俗村(已歇業)

電話:04-7872029

地址:花壇鄉灣雅村三芬路360號

文章來源:玩全台灣旅遊網






位於彰化縣花壇鄉的台灣民俗村佔地約52公頃,入口處的「慶豐城樓」為台灣民俗村的精神象徵,園區共分為七大區,包括遊客服務區、昨日台灣區、今日台灣區、自然教育區、山林勝蹟區、時空劇場區及休閒渡假區,為台灣第一座結合歷史、古蹟、民俗、文化、教育、遊樂、休閒等七大主題的遊樂區,遊樂區除了有許多古色古香的建築景觀,另有現代化的遊樂設施可供遊憩,目前遊樂區歇業中,僅有日華大飯店(原名嘯月山莊),提供住宿。

2019年4月25日 星期四

紐約 Penn Station 昔今對比,不勝懷念:Today’s version is humiliating and bewildering.







紐約時報的英文版和中文摘要,大異其趣:該報的建築評論員說新車站令人迷惑.....


When the Old Penn Station Was Demolished, New York Lost Its Faith ...

https://www.nytimes.com/2019/04/24/.../old-penn-station-pictures-new-york.html

2 days ago - There was a time when New York City had the gateway it deserved. ... When Penn Station became during the mid-1960s a subterranean rat's ...

Farewell to Penn Station - The New York Times

https://www.nytimes.com/1963/10/30/archives/farewell-to-penn-station.html

Until the first blow fell no one was convinced that Penn Station really would be demolished or that New York would permit this monumental act of vandalism ...

Opinion | Penn Station Reborn - The New York Times

https://www.nytimes.com/interactive/2016/09/30/opinion/penn-station-reborn.html




Sep 30, 2016And this week he announced a plan to revamp Penn Station. Still entombed beneath Madison Square Garden ...


Opinion | Penn Station, Now and Always - The New York Times

https://www.nytimes.com/2017/07/10/opinion/penn-station-now-and-always.html

Jul 10, 2017 - In 1964, Penn Station, with its soaring vaults and sunlight, was demolished and replaced by a claustrophobic labyrinth that weighs on the spirits ...



PAST TENSE

When the Old Penn Station Was Demolished, New York Lost Its Faith

Today’s version is humiliating and bewildering.


One of Penn Station’s 22 famous eagles being removed from the building’s one remaining facade. The statues ended up in far-flung places like the New Jersey Botanical Garden and on the roof of Cooper Union. July 12, 1966.CreditCreditJack Manning/The New York Times



By Michael Kimmelman
April 24, 2019

There was a time when New York City had the gateway it deserved.

Demolished more than half a century ago, the former Pennsylvania Station by McKim, Mead & White was hardly the first great building in town to face the wrecking ball. The Lenox Library by Richard Morris Hunt and the old Waldorf-Astoria by Henry Hardenbergh on Fifth Avenue also came down. For generations, New Yorkers embraced the mantra of change, assuming that what replaced a beloved building would probably be as good or better.

The Frick mansion, by Carrère and Hastings, replaced the Lenox Library. The Empire State Building replaced the old Waldorf.

Then, a lot of bad Modern architecture, amid other signs of postwar decline, flipped the optimistic narrative.


When Penn Station became during the mid-1960s a subterranean rat’smaze, the city seemed to be heading very definitely south. The historic preservation movement, which rose from the vandalized station’s ashes, was born of a new pessimism.

Looking east from Ninth Avenue, the razed blocks of the Tenderloin neighborhood that would become the site of Penn Station. July 14, 1904.





ImageLooking east from Ninth Avenue, the razed blocks of the Tenderloin neighborhood that would become the site of Penn Station. July 14, 1904.


People today forget that the original station’s construction, shortly after the turn of the last century, caused its own tumult. Several midtown blocks needed to be leveled, which meant displacing thousands of residents from the largely African-American community in what was once known as the Tenderloin district in Manhattan. The emptied lot, awaiting McKim’s masterpiece, now looks almost comically vast in photographs.

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The building that opened in 1910 — its concourse longer than the nave of St. Peter’s in Rome, its creamy travertine quarried, like the ancient Colosseum’s, from Tivoli, its ceiling 138 feet high, its grand staircase nearly as wide as a basketball court — was a “beautiful Beaux Arts fortress,” as the architect Vishaan Chakrabarti has put it.

Grand Central Terminal, at Park Avenue, by the architects Warren and Wetmore, created a bustling new urban hub intricately woven into the fabric of the surrounding streets. By contrast, Penn Station had its fancy portes cochères for the railroad’s well-heeled customers, and 84 huge, somber Doric columns, with 22 roosting eagles guarding the entrances.

Inside and out, the building was meant to be uplifting and monumental — like the Parthenon on steroids — its train shed and waiting room a skylit symphony of almost overwhelming civic nobility, announcing the entrance to a modern metropolis.

The vast train shed and main waiting room of the old Penn Station, circa 1910.CreditMcKim, Mead & White





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The vast train shed and main waiting room of the old Penn Station, circa 1910. CreditMcKim, Mead & White


With its swarming crowds and dust motes dancing in shafts of smoky light, the station was catnip to midcentury photographers, filmmakers, artists and architects. It was the architectural embodiment of New York’s vaulted ambition and open arms.

Alas, by the Depression, the building had already begun to decline, and by the mid-1950s, the Pennsylvania Railroad was bleeding money — a victim of cars, planes and general urban decline. Interstate highways and commercial air travel, buoyed by lavish government subsidies, were taking a toll on train ridership. Once bright and gleaming outside, the station, which cost a fortune to maintain, was now increasingly grimy, like the streets around it. Shops were shuttering where businessmen who missed the 5:45 to Trenton used to pick up chocolates for their wives.

The Pennsylvania Railroad's Congressional, with service to Washington, awaiting the “All Aboard." March 17, 1955.CreditSam Falk/The New York Times





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The Pennsylvania Railroad's Congressional, with service to Washington, awaiting the “All Aboard." March 17, 1955.CreditSam Falk/The New York Times

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An art student capturing the station in its twilight years. Oct. 27, 1964.CreditMeyer Liebowitz/The New York Times
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The main waiting room of Penn Station, with demolition in progress in the background. Jan. 20, 1964.CreditEddie Hausner/The New York Times


On top of which, as Ada Louise Huxtable, the former Times architecture critic, wrote in 1966: “Functionally, the station was considerably less than noble. The complexity and ambiguity of its train levels and entrances and exits were a constant frustration.” Except for its glass-and-iron waiting room, she added, the station “was a better expression of ancient Rome than of 20th-century America.”

So it wasn’t altogether shocking when railroad executives offered the air rights for the property for $50 million (nearly ten times that amount in today’s dollars). New York could downsize its station, stick it underground, add a new sports arena and office tower on top and reboot itself for the rest of the century. To pragmatists, that sounded like progress.
More on Penn Station
Michael Kimmelman and Vishaan Chakrabarti on an ambitious proposal to reimagine the transit hub.
Opinion
Penn Station RebornSept. 30, 2016



In retrospect, entombed beneath Madison Square Garden and a commercial building too mediocre to rise even to the level of good or bad, the new Penn Station represented a city disdainful of its gloried architectural past.

Replacing the old station involved an engineering feat: sliding a gigantic steel deck over the working tracks and platforms so the station could still function even while the drum-shaped Garden rose above it.

Sunny advertising touting the arrival of Madison Square Garden. Oct. 27, 1964.CreditMeyer Liebowitz/The New York Times





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Sunny advertising touting the arrival of Madison Square Garden. Oct. 27, 1964.CreditMeyer Liebowitz/The New York Times

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During the demolition, a view into Penn Station’s main waiting room, which was still in use as the building was torn down. July 6, 1965.CreditArthur Brower/The New York Times
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A view of the same scene, looking the opposite direction. July 6, 1965.CreditArthur Brower/The New York Times

The gutted remnants of the building evoke the feeling of ancient ruins. June 22, 1964.CreditEddie Hausner/The New York Times





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The gutted remnants of the building evoke the feeling of ancient ruins. June 22, 1964.CreditEddie Hausner/The New York Times


Surreal photographs show crowds in the old waiting room seemingly oblivious to the wrecking crews dismembering the station around them. Moody black-and-white images of a half-demolished train shed bring to mind scenes of London during the Blitz or the crumbling ruins of ancient Babylon.


The sculpted eagles lowered by cranes from atop the giant columns look like flags at half-mast. Older salarymen with their hats on and younger ones without hats passed beneath banners hung from the columns promising a new era. A sign in one of the station’s underground hallways read, “Close It We Must To Build Your New Station.”

Madison Square Garden under construction. Oct. 25, 1966.CreditNeal Boenzi/The New York Times





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Madison Square Garden under construction. Oct. 25, 1966.CreditNeal Boenzi/The New York Times

A construction sign blocking off a walkway. Jan. 20, 1964.CreditEddie Hausner/The New York Times





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A construction sign blocking off a walkway. Jan. 20, 1964.CreditEddie Hausner/The New York Times

The current Penn Station services some 600,000 travelers daily. Feb. 26, 1968.CreditWilliam E. Sauro/The New York Times





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The current Penn Station services some 600,000 travelers daily. Feb. 26, 1968.CreditWilliam E. Sauro/The New York Times


Conceived to handle fewer than 200,000 passengers, the replacement Penn Station is today the busiest transit hub in the Western Hemisphere, through which more than 600,000 commuters pass each day — an experience as humiliating and bewildering as Grand Central remains inspiring and exalted.

Plans by Albany to paint lipstick on the pig, widening some corridors and extending the station into the old McKim-designed Post Office across Eighth Avenue are only reminders of what was lost.

New Yorkers deserve a better gateway. Half a century later, the city is still waiting.


Correction: April 24, 2019

An earlier version of this article referred incorrectly to train destinations available from the old Penn Station. Trains traveled to Trenton, among other stations, but not Morristown.


Michael Kimmelman is the architecture critic. He was previously The Times's chief art critic and, based in Berlin, created the Abroad column, covering cultural and political affairs across Europe and the Middle East. @kimmelmanFacebook







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•圖集: 半個世紀前的紐約舊賓州車站 。上世紀六十年代,紐約舊賓夕法尼亞車站醒目的車站大樓被拆除,轉而變為一個新的全地下式現代化車站。如今,曾經的賓州車站是麥迪遜花園的所在地,但我們仍然能從歷史老照片中一瞥它當年的模樣。



2019年4月24日 星期三

Paris In Mind












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Paris In Mind: From Mark Twain to Langston Hughes, from Saul Bellow to David Sedaris: Three Centuries of Americans Writing About Their Romance (and Frustrations) with ParisPaperback – July 8, 2003
“Paris is a moveable feast,” Ernest Hemingway famously wrote, and in this captivating anthology, American writers share their pleasures, obsessions, and quibbles with the great city and its denizens. Mark Twain celebrates the unbridled energy of the Can-Can. Sylvia Beach recalls the excitement of opening Shakespeare & Company on the Rue Dupuytren. David Sedaris praises Parisians for keeping quiet at the movies. These are just a few of the writers assembled here, and each selection is as surprising and rewarding as the next.

Including essays, book excerpts, letters, articles, and journal entries, this seductive collection captures the long and passionate relationship Americans have had with Paris. Accompanied by an illuminating introduction, Paris in Mind is sure to be a fascinating voyage for literary travelers.

Jennifer Allen * Deborah Baldwin * James Baldwin * Dave Barry * Sylvia Beach * Saul Bellow * Bricktop * Art Buchwald * T. S. Eliot * M.F.K. Fisher * Janet Flanner * Benjamin Franklin * Ernest Hemingway *Langston Hughes * Thomas Jefferson * Stanley Karnow * Patric Kuh * A. J. Liebling * Anaïs Nin * Grant Rosenberg * David Sedaris * Irwin Shaw *Gertrude Stein * Mark Twain * Edith Wharton * E. B. White

2019年4月23日 星期二

Bukhara 布哈拉(烏茲別克語:Buxoro)


布哈拉烏茲別克語Buxoro)是位於烏茲別克斯坦西南部的一座城市,也是該國第五大城市和布哈拉州的首府,人口237,900(1999年)。
布哈拉在唐代稱為捕喝安國,王姓昭武,為昭武九姓之一。布哈拉在梵文是指[[修道院與學術中心。
與烏茲別克斯坦的另一座大城市撒馬爾罕一樣,布哈拉的塔吉克人佔多數人口,伊朗文化佔優勢。在蘇聯把布哈拉劃給烏茲別克後,塔吉克斯坦有收回布哈拉的企圖[1]

Bukhara was known as Bokhara in 19th- and early-20th-century English publications and as Buhe/Puhe(捕喝) in Tang Chinese.[5]
According to the Encyclopædia Iranica the name Bukhara is possibly derived from the Sogdian βuxārak ("Place of Good Fortune")[6]

Bukhara

Buxoro / Бухоро
2012 Bukhara 7515821196.jpg
Le minaret et la mosquée Kalon (Boukhara, Ouzbékistan) (5658826884).jpg
Ark Citadel.jpg
Mir-i-Arab madrasa outside general view.JPG
La médersa Tchor Minor (Boukhara, Ouzbékistan) (5675552866).jpg
Bukhara is located in Uzbekistan
Bukhara
Bukhara
Location in Uzbekistan
Coordinates: 39°46′N 64°26′E
Country Uzbekistan
RegionBukhara Region
Founded6th Century BC
First mention500
Government
 • TypeCity Administration
 • Hakim (Mayor)Karim Djamalovich Kamalov
Area
 • Total73.0 km2 (28.2 sq mi)
Elevation
225 m (738 ft)
Population 
(2017)
 • Total272,000
 • Density2,702/km2 (7,000/sq mi)
Time zoneGMT +5




Sebastian Modak/The New York Times
Snapshot: Above, children playing soccer in the shadow of a 15th-century mosque complex in the city of Bukhara, Uzbekistan. In his latest dispatch, our 52 Places columnist travels along the fabled Silk Road.