Fed up with the loneliness of a lonesome car ride from the city on home, I decided to take a ride around New York in the great Subway system. Though neither the worlds busiest nor its first, for others in Moscow, Seoul, Mexico City as well as Tokyo carry more passengers on overall, New York Citys Subway is part and parcel of the citys residents popular culture and thus my choice (Railway Directory, 261). In company of fellow New Yorkers I descended down into City Hall station for a rare ride up the East Side on to Grand Central Terminal. From there I would then head on to 42nd Street towards Time Square then up Broadways to end up in West 145th Street. In total I would have covered nine miles.
The subways in New York on a daily basis have always stirred my imagination even as I might occasionally complain about them. Personally the tunnels have always had a central and special part in my heart. In my own personal deep meditation with regard to aesthetic realism I have always imagined that beauty comprises of ones construction of opposing frames. This construction of opposites for all human beings is a lifetime endeavor. To understand this concept perhaps it is worth citing Herman Melvilles character Ishmael, who noted that truly to enjoy bodily warmth some small part of you must be cold, for there is no truth in this world that is not what it is merely by contrast. Fellow New Yorkers that formed part of my ride colleagues always seemed calm and collected lost in some deep thought, seeming alone in their own world. Occasionally you would see a man, a woman or child humming along some lyric, intelligible to him or herself. Upon his companion on the seat giving the man an impromptu glance interrupting this meditative hymnal, he would stop and extend a polite smile. A few exchanges of pleasantries would be passed across but that is as far as it went for the hum would be resumed as the train rattled on.
So is it to be concluded that rest and motion are two elements inextricably bound like the sun and desert are. Rest and motion are two elements that are central in every mode of transport, the New York subway included. People in the subway always seemed to be at rest. I noticed some even read books with a small number engaged in talk as they were speedily trans-located to their respective destinations at 45 mph. Beneath the ground, the motion was more or less swifter as the walls of the tunnel flashed close to the windows. Commuters seemed to be at rest while in motion with the effect much more pleasing. Another moment of rest in the train occurred when an express train ran side by side our local train briefly between stations. Fellow commuters on transit in our local train seemed to be aware of other passengers abreast with them in the other train seeming as though both trains seemed to be resting parallel to one another yet contrastingly they were in motion.
The history of fast transport in the state of New York is another opposite. This is captured in the unease that characterizes the strife between public and private as well as between the drive for personal profit as opposed to having the goodwill for the public an aspect that has increased, not only in America but around the world over the years with intensity. The current economic setup that countries around the globe have assumed has always been filled with an aura of ill-will. The first rapid and successful transit in the state of New York did not escape this warfare between ill-will and goodwill. The elevated railroads were constructed in the 1870s and 80s by privately owned companies to provide faster transport to the increased traffic in New York and Brooklyn. By the beginning of 1881 wooden railroad coaches powered by little steam locomotives ran above 2nd, 3rd, 6th, and 9th Avenues in Manhattan. As a result of their ability to provide swift transportation to and from employment centers located in Lower Manhattan, they facilitated development of residents in the West and East Sides above Fifty Ninth Street - a growth that continues in the present period. In the 1880s a sum of five elevated lines were constructed in Brooklyn. This enhanced and inspired the construction of residences in Bedford-Stuyvesant, Bushwick, Williamsburg as well as Ridgewood together with Sunset Park and Park Slope.
The opposing tendencies characterized in the subways depth and surface, underneath and on top can be said to be at the center of its construction. To an anthropologist, it means everything to him or her to learn that the structure of the earth from Aesthetic Realisms point of view like human beings structures can also be conceived to be aesthetic in its oneness of opposites. As such, Manhattans geology that had to be traversed by the subway is complex as it ranges from hard rock that can be estimated to date almost half billion years to quicksand as well as other soft soils. A significant portion of the nine-mile route was built by a model dubbed cut-and-cover. In this model, men with the use of mostly shovels and picks together with drills and other hand tools dug out the subway lines right of-way underneath the street whereupon they installed a provisional wooden street surface, shoring it up as they dug up to the proper depth. Consequently the tunnel was built with the street above being restored in the process. It is clear that, in the process of the construction, the street surface together with the excavation for the tunnels were in a relationship that was both mobile and changing of surface and depth as the work progressed. One can ask himself thus do human beings have interior recesses as well as subterranean tunnels To what extend does a person want other people to know what he or she feels
The subways in New York on a daily basis have always stirred my imagination even as I might occasionally complain about them. Personally the tunnels have always had a central and special part in my heart. In my own personal deep meditation with regard to aesthetic realism I have always imagined that beauty comprises of ones construction of opposing frames. This construction of opposites for all human beings is a lifetime endeavor. To understand this concept perhaps it is worth citing Herman Melvilles character Ishmael, who noted that truly to enjoy bodily warmth some small part of you must be cold, for there is no truth in this world that is not what it is merely by contrast. Fellow New Yorkers that formed part of my ride colleagues always seemed calm and collected lost in some deep thought, seeming alone in their own world. Occasionally you would see a man, a woman or child humming along some lyric, intelligible to him or herself. Upon his companion on the seat giving the man an impromptu glance interrupting this meditative hymnal, he would stop and extend a polite smile. A few exchanges of pleasantries would be passed across but that is as far as it went for the hum would be resumed as the train rattled on.
So is it to be concluded that rest and motion are two elements inextricably bound like the sun and desert are. Rest and motion are two elements that are central in every mode of transport, the New York subway included. People in the subway always seemed to be at rest. I noticed some even read books with a small number engaged in talk as they were speedily trans-located to their respective destinations at 45 mph. Beneath the ground, the motion was more or less swifter as the walls of the tunnel flashed close to the windows. Commuters seemed to be at rest while in motion with the effect much more pleasing. Another moment of rest in the train occurred when an express train ran side by side our local train briefly between stations. Fellow commuters on transit in our local train seemed to be aware of other passengers abreast with them in the other train seeming as though both trains seemed to be resting parallel to one another yet contrastingly they were in motion.
The history of fast transport in the state of New York is another opposite. This is captured in the unease that characterizes the strife between public and private as well as between the drive for personal profit as opposed to having the goodwill for the public an aspect that has increased, not only in America but around the world over the years with intensity. The current economic setup that countries around the globe have assumed has always been filled with an aura of ill-will. The first rapid and successful transit in the state of New York did not escape this warfare between ill-will and goodwill. The elevated railroads were constructed in the 1870s and 80s by privately owned companies to provide faster transport to the increased traffic in New York and Brooklyn. By the beginning of 1881 wooden railroad coaches powered by little steam locomotives ran above 2nd, 3rd, 6th, and 9th Avenues in Manhattan. As a result of their ability to provide swift transportation to and from employment centers located in Lower Manhattan, they facilitated development of residents in the West and East Sides above Fifty Ninth Street - a growth that continues in the present period. In the 1880s a sum of five elevated lines were constructed in Brooklyn. This enhanced and inspired the construction of residences in Bedford-Stuyvesant, Bushwick, Williamsburg as well as Ridgewood together with Sunset Park and Park Slope.
The opposing tendencies characterized in the subways depth and surface, underneath and on top can be said to be at the center of its construction. To an anthropologist, it means everything to him or her to learn that the structure of the earth from Aesthetic Realisms point of view like human beings structures can also be conceived to be aesthetic in its oneness of opposites. As such, Manhattans geology that had to be traversed by the subway is complex as it ranges from hard rock that can be estimated to date almost half billion years to quicksand as well as other soft soils. A significant portion of the nine-mile route was built by a model dubbed cut-and-cover. In this model, men with the use of mostly shovels and picks together with drills and other hand tools dug out the subway lines right of-way underneath the street whereupon they installed a provisional wooden street surface, shoring it up as they dug up to the proper depth. Consequently the tunnel was built with the street above being restored in the process. It is clear that, in the process of the construction, the street surface together with the excavation for the tunnels were in a relationship that was both mobile and changing of surface and depth as the work progressed. One can ask himself thus do human beings have interior recesses as well as subterranean tunnels To what extend does a person want other people to know what he or she feels
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