Podcasts about pennsylvania station

Why can't America do big things anymore? Marc Dunkelman, a fellow at Brown University's Watson Institute for International and Public Affairs, addresses this question in his new book, Why Nothing Works: Who Killed Progress and How to Get It Back. The book's inspiration came from his thinking about the now-vanished Pennsylvania Station, formerly New York City's majestic gateway, which was one of the most beautiful buildings in the country and a monument to metropolitan greatness. Its closure and demolition in the early 1960s amounted to what a New York Times editorial called a “monumental act of vandalism,” made more painful by the ugliness and disfunctionality of the modern facility that replaced it. New York Senator Daniel Patrick Moynihan, starting in the early 1990s, made it his top legislative priority to build a new train hall in the nearby neoclassical post office building. Moynihan was chairman of the Senate Finance Committee and one of the most powerful Democratic politicians in the land, and he secured agreement and funding from all of the relevant stakeholders — but still he could not get the new station built. The Moynihan Train Hall would not open until 2021, after nearly three decades of delays and setbacks. Marc Dunkelman for many years commuted into the seemingly unfixable Penn Station and wondered why New York's Democratic leaders were unable to make any progress in replacing it. The stagnation struck him as a vivid contrast to Robert Moses, the towering urban planner and public official, who had run roughshod over all opposition in mid-20th-century New York in the course of his massive redevelopment of the city, as described in Robert Caro's 1974 bestseller The Power Broker. When he looked into the history, Dunkelman realized that progressives have long swung back and forth between two opposing impulses. One is what he calls Hamiltonianism: the desire to achieve progress by empowering government and institutions to tackle big problems at the direction of strong leaders (like Robert Moses) and informed experts. The other is what he calls Jeffersonianism: the desire to prevent unaccountable centralized authorities (also like Robert Moses) from abusing ordinary citizens by empowering them to fight back. In this podcast discussion, Dunkelman analyzes the historic roots of these opposing impulses and explains how progressives ever since the 1960s have swung too far toward the Jeffersonian extreme. He describes how progressives lost working-class support by rendering government unable to deliver public goods like abundant and cheap housing, energy, and infrastructure. And he warns that incompetent government inevitably plays into the hands of populists who vilify government and claim: “I alone can fix it.”

On démarre une série sur les bâtiments iconiques disparus ou fortement modifiés de New York et ce premier épisode est consacré à Penn Station. Penn Station, ou Pennsylvania Station, est une grande gare ferroviaire située à New York. Elle est l'un des principaux hubs de transport de la ville, desservant les trains Amtrak, Long Island Rail Road (LIRR) et New Jersey Transit (NJ Transit). Inaugurée en 1910, elle est actuellement l'une des gares les plus fréquentées des États-Unis. La station est située sous le Madison Square Garden, entre la 31e et la 33e rue et entre la 7e et la 8e avenue.Le premier bâtiment de Penn Station était un chef-d'œuvre d'architecture Beaux-Arts conçu par la célèbre firme d'architectes McKim, Mead & White. ------Si vous aimez le podcast, n'hésitez pas à le partager, le noter et à le commenter via Apple Podcasts ou encore Spotify. Tous les liens du podcast sont ici : ⁠⁠⁠⁠⁠⁠⁠⁠⁠https://linktr.ee/racontemoinewyork  ⁠⁠⁠⁠Hébergé par Ausha. Visitez ausha.co/politique-de-confidentialite pour plus d'informations.

#Markets: The voters do not believe iit's a good economy.   Liz Peek The Hill. Fox News and Fox Business https://news.yahoo.com/krugman-trump-maga-deep-denial-100000164.html 1910 Pennsylvania Station

#Bestof2022: CRIME AND UNCERTAIN PUNISHMENT: NY: Governor Hochul and the questions of crime in NYC and energy statewide. Richard Epstein, Hoover https://www.hoover.org/research/midterm-matters 1922 Pennsylvania Station, NYC

New York's Penn Station is the busiest transport hub in the United States - as many as 650,000 people pass through it in a day. But this intercity hub is widely agreed to be outdated and unloved. Now there are plans to pour billions of dollars into a station facelift - in the hope it will attract Americans back to trains. In this episode, Laura Heighton-Ginns hears from key stakeholders Amtrak and the Regional Plan Association on why they believe a major overhaul is needed. Laura also takes a tour of the station and finds out about its much-admired predecessor - the Pennsylvania Station of the early 20th Century. And she explores the site of the planned demolition work, which controversially includes historical buildings and a busy community church. Presented and produced by Laura Heighton-Ginns. (Image: Penn Station scaffolding. Credit: BBC)

Book Vs. Movie: The Seven Year ItchThe George Axelrod 1952 Play Vs. the 1955 Billy Wilder FilmWhen the coronavirus pandemic began, the Margos decided to expand on the very idea of a “book” to movie adaptation to cover weekly. The timing of putting our four episodes a month means we can't always cover anything longer than 200 pages. This is why we have also talked about magazine articles, songs, and plays on this show. This episode is devoted to The Seven Year Itch which started on Broadway in 1952 with Tom Ewell and Vanessa Brown and was written by George Axelrod (who later adapted Breakfast at Tiffany's and The Manchurian Candidate which we have discussed on this show before.) The story of a married man, Richard Sherman played by Ewell, whose family spends the summer in Maine while he sweats it out in their Gramercy Park apartment. (And I thought I had problems!) While learning about extramarital affairs from a book he is publishing, he soon begins a friendly relationship with a new neighbor. THE GIRL is never given a name and she is vexing him with her beauty. In the play (spoiler!), they have a brief romantic encounter which leaves him feeling guilty and heading up to Maine and back to his wife. The show features dream sequences and we actually hear Richard's inner dialog the whole time. Supposedly Ewell worked to change the quirky behavior with each performance (he would go on to win a TONY for best dramatic actor) and at 1,141 performances--it was the longest-running nonmusical play of the 1950s on Broadway. Ewell was pleasantly surprised to be asked to lead in the film adaptation by Billy Wilder. Years later, Wilder would complain that the current Hays Codes ruined the story by not allowing Richard to actually have an affair with THE GIRL (played by a shimmering Marilyn Monroe.) The movie is special for many reasons: Marilyn and the “white dress” moment is a classic, and the original Pennsylvania Station is featured before its horrible destruction in 1963 (a blight on NYC) to name just two things. It's impossible to talk about Monroe without talking about her chaotic private life which always seemed to create havoc on movie sets. Her husband Joe DiMaggio was NOT happy about the world watching his wife getting her dress blown by a wind machine. Monroe's battle with anxiety and depression caused her to be late to set. Her legendary ability to forget her lines caused major delays to the film which caused the budget to go to $1.8 million. The movie was a hit and made money but her reputation for being a problem followed her for the rest of her career. So between the two, which did we like more? The play or the movie? In this ep the Margos discuss:The stage version and how it became a huge success.Marilyn Monroe's life and career in the 1950s.Changes to the film that critics and Wilder dislikedThe cast: Tom Ewell (Richard Sherman,) Marilyn Monroe (The Girl,) Evelyn Keyes (Helen Sherman,) Sonny Tufts (Tom MacKenzie,) Victor Moore (plumber,) Oscar Homolka (Dr. Brubaker,) Marguerite Chapman (Miss Morris,) and Carolyn Jones as Nurse Finch. Clips used:Subway grate sceneThe Seven Year Itch 1955 trailerMeet the new neighborChampagne sceneThe piano scene“My wife never gets jealous…”Music by Alfred NewmanBook Vs. Movie is part of the Frolic Podcast Network. Find more podcasts you will love Frolic.Media/podcasts. Join our Patreon page to help support the show! https://www.patreon.com/bookversusmovie Book Vs. Movie podcast https://www.facebook.com/bookversusmovie/Twitter @bookversusmovie www.bookversusmovie.comEmail us at bookversusmoviepodcast@gmail.com Margo D. @BrooklynFitChik www.brooklynfitchick.com brooklynfitchick@gmail.comMargo P. @ShesNachoMama https://coloniabook.weebly.com/ Our logo was designed by Madeleine Gainey/Studio 39 Marketing Follow on Instagram @Studio39Marketing & @musicalmadeleine

Book Vs. Movie: The Seven Year ItchThe George Axelrod 1952 Play Vs. the 1955 Billy Wilder FilmWhen the coronavirus pandemic began, the Margos decided to expand on the very idea of a “book” to movie adaptation to cover weekly. The timing of putting our four episodes a month means we can't always cover anything longer than 200 pages. This is why we have also talked about magazine articles, songs, and plays on this show. This episode is devoted to The Seven Year Itch which started on Broadway in 1952 with Tom Ewell and Vanessa Brown and was written by George Axelrod (who later adapted Breakfast at Tiffany's and The Manchurian Candidate which we have discussed on this show before.) The story of a married man, Richard Sherman played by Ewell, whose family spends the summer in Maine while he sweats it out in their Gramercy Park apartment. (And I thought I had problems!) While learning about extramarital affairs from a book he is publishing, he soon begins a friendly relationship with a new neighbor. THE GIRL is never given a name and she is vexing him with her beauty. In the play (spoiler!), they have a brief romantic encounter which leaves him feeling guilty and heading up to Maine and back to his wife. The show features dream sequences and we actually hear Richard's inner dialog the whole time. Supposedly Ewell worked to change the quirky behavior with each performance (he would go on to win a TONY for best dramatic actor) and at 1,141 performances--it was the longest-running nonmusical play of the 1950s on Broadway. Ewell was pleasantly surprised to be asked to lead in the film adaptation by Billy Wilder. Years later, Wilder would complain that the current Hays Codes ruined the story by not allowing Richard to actually have an affair with THE GIRL (played by a shimmering Marilyn Monroe.) The movie is special for many reasons: Marilyn and the “white dress” moment is a classic, and the original Pennsylvania Station is featured before its horrible destruction in 1963 (a blight on NYC) to name just two things. It's impossible to talk about Monroe without talking about her chaotic private life which always seemed to create havoc on movie sets. Her husband Joe DiMaggio was NOT happy about the world watching his wife getting her dress blown by a wind machine. Monroe's battle with anxiety and depression caused her to be late to set. Her legendary ability to forget her lines caused major delays to the film which caused the budget to go to $1.8 million. The movie was a hit and made money but her reputation for being a problem followed her for the rest of her career. So between the two, which did we like more? The play or the movie? In this ep the Margos discuss:The stage version and how it became a huge success.Marilyn Monroe's life and career in the 1950s.Changes to the film that critics and Wilder dislikedThe cast: Tom Ewell (Richard Sherman,) Marilyn Monroe (The Girl,) Evelyn Keyes (Helen Sherman,) Sonny Tufts (Tom MacKenzie,) Victor Moore (plumber,) Oscar Homolka (Dr. Brubaker,) Marguerite Chapman (Miss Morris,) and Carolyn Jones as Nurse Finch. Clips used:Subway grate sceneThe Seven Year Itch 1955 trailerMeet the new neighborChampagne sceneThe piano scene“My wife never gets jealous…”Music by Alfred NewmanBook Vs. Movie is part of the Frolic Podcast Network. Find more podcasts you will love Frolic.Media/podcasts. Join our Patreon page to help support the show! https://www.patreon.com/bookversusmovie Book Vs. Movie podcast https://www.facebook.com/bookversusmovie/Twitter @bookversusmovie www.bookversusmovie.comEmail us at bookversusmoviepodcast@gmail.com Margo D. @BrooklynFitChik www.brooklynfitchick.com brooklynfitchick@gmail.comMargo P. @ShesNachoMama https://coloniabook.weebly.com/ Our logo was designed by Madeleine Gainey/Studio 39 Marketing Follow on Instagram @Studio39Marketing & @musicalmadeleine

roz was in Rome for the week and it was hard to record and edit so we're making this THE FREE ONE for this week Our Patreon: https://www.patreon.com/wtyppod/ Our Merch: https://www.solidaritysuperstore.com/wtypp Send us stuff! our address: Well There's Your Podcasting Company PO Box 40178 Philadelphia, PA 19106 DO NOT SEND US LETTER BOMBS thanks in advance

Welcome to the Elevator World News Podcast. Today’s podcast news podcast is sponsored by elevatorbooks.com: www.elevatorbooks.com PENN STATION’S POSSIBLE REDESIGN REVEALED FOR NYC New York Gov. Andrew Cuomo has released new reconstruction options for revitalizing Pennsylvania Station in Midtown Manhattan, New York YIMBY reported on April 24. The proposals, part of the suggested Empire Station Complex, reveal a massive undertaking by the Metropolitan Transportation Authority (MTA), Amtrak and NJ Transit to unify all three concourses into a fresh, modern space designed by FXCollaborative and WSP. The existing Penn Station serves 600,000 passengers daily, but the redesign will accommodate a future influx of customers using both the existing Penn Station and the upcoming Penn Station expansion. The state projects ridership to grow to 830,000 daily by 2038, about 54% of whom will be MTA customers using the Long Island Rail Road, Metro-North and the subway. Another 42% percent will be NJ Transit customers, with the remaining 4% Amtrak customers. Public feedback is requested before reconstruction can move forward. Also next in the process would be securing state funding and preparing an Environmental Impact Statement. Image credit: courtesy of New York State To read the full transcript of today's podcast, visit: elevatorworld.com/news Subscribe to the Podcast: iTunes │ Google Play | SoundCloud │ Stitcher │ TuneIn

Sam Turvey of ReThinkNYC explores ways to make New York's Pennsylvania Station complex more functional and aesthetic. Paul Burton hosts (17 minutes).  

James Panero, the Executive Editor of The New Criterion, discusses the history of Pennsylvania Station and the new Moynihan Train Hall in Manhattan.

To celebrate the opening of Moynihan Train Hall, a new commuters' wing at Penn Station catering to both Amtrak and Long Island Railroad train passengers, we’re going to tell the entire story of Pennsylvania Station and Pennsylvania Railroad over two episodes, using a couple older shows from our back catalog. This is PART TWO. Why did they knock down old Pennsylvania Station? The original Penn Station, constructed in 1910 and designed by New York’s greatest Gilded Age architectural firm, was more than just a building. Since its destruction in the 1960s, the station has become something mythic, a sacrificial lamb to the cause of historic preservation. As Vincent Scully once said, “Through Pennsylvania Station one entered the city like a god. Perhaps it was really too much. One scuttles in now like a rat.” In this show we rebuild the grand, original structure in our minds — the fourth largest building in the world when it was constructed — and marvel at an opulence now gone. PLUS: We show you where you can still find remnants of old Penn Station by going on a walking tour with Untapped Cities tour guide Justin Rivers. THIS SHOW WAS ORIGINALLY RELEASED AS EPISODE 254 — FEBRUARY 16, 2018 boweryboyshistory.com Support the show: https://www.patreon.com/boweryboys See omnystudio.com/listener for privacy information.

On January 1, 2021 Moynihan Train Hallofficially opens to the public, a new commuters' wing catering to both Amtrak and Long Island Railroad train passengers at New York's underground (and mostly unloved) Penn Station. To celebrate this big moment in New York City transportation history, we’re going to tell the entire story of Pennsylvania Station and Pennsylvania Railroad over two episodes, using a couple older shows from our back catalog.  The story of Pennsylvania Station involves more than just nostalgia for the long-gone temple of transportation as designed by the great McKim, Mead and White. It's a tale of incredible tunnels, political haggling and big visions.  Pennsylvania Railroad was the largest railroad in the world by the 1880s, but thanks to Cornelius Vanderbilt's New York Central Railroad, one prize was strategically out of their grasp -- direct access to Manhattan. An ambitious plan to link New Jersey to New York via a gigantic bridge fell apart, and it looked like Pennsylvania passengers would have to forever disembark in Jersey City.  But Penn Railroad president Alexander Cassatt was not satisfied. Visiting his sister Mary Cassatt -- the exquisite Impressionist painter -- in Paris, Cassatt observed the use of electrically run trains in underground tunnels. Why couldn't Penn Railroad build something similar? One problem -- the mile-wide Hudson River (or in historical parlance, the North River).  This is the tale of an engineering miracle, the construction of miles of underground tunnels and the idea of an ambitious train station to rival the world's greatest architectural marvels. ORIGINALLY RELEASED AS EPISODE 80 -- APRIL 10, 2009  boweryboyshistory.com   Support the show: https://www.patreon.com/boweryboys See omnystudio.com/listener for privacy information.

Featuring: Steve Collins Let's not beat around the bush – New York is the most exciting city that I have ever visited. I've visited many cities, but nothing tops New York for the vibe that you get just being there. My arrival was by train, straight into Pennsylvania Station in the heart of Midtown Manhattan. It's a very busy station and BOOM! As soon as you leave the platform you are amid the hustle and bustle that is New York. READ MORE HERE

Paul Hanna There Was Nothing There In this episode of the podcast, WWII Army veteran Paul Hanna of Pittsburgh, Pennsylvania talks about visiting Hiroshima shortly after the atomic bomb destroyed the city in 1945.     Paul Hanna is among the very few Americans to have personally witnessed the atomic aftermath at both Hiroshima and Nagasaki, Japan.  Like many WW II veterans, Paul has little doubt that the bombing was justified.  For him, it was necessary . . . or else.  Had the invasion of Japan proceeded as planned, it is estimated that hundreds of thousands of people on both sides would have died.  In the late fall of 1945, Corporal Hanna was in the breach of this impending attack on Japan, prepared to follow orders. Paul Hanna grew up in West Newton, a small town fed by the Youghiogheny River some twenty-five miles southeast of Pittsburgh. The Hanna family was large and close.  Patriotic.  The Hanna’s contribution to the war effort was unselfish; four sons served simultaneously.  Moe the oldest flew with the Army Air Corps as a navigator in North Africa; he eventually fulfilled his mission quota and returned home early in the war.  Pete became a career naval officer, getting his start as a cadet at Carnegie Tech.  Paul was drafted into the Army, as was younger brother David who saw extensive combat in both Germany and France.  The youngest brother Donald would serve in the Army during the Korean War.  In answer to their parents’ prayers, all of the Hanna brothers returned home to West Newton—one by one and unharmed. Paul speaks matter-of-factly about of his military service, as do a surprising number of WW II veterans.  He calls himself one of the “unattached and unassigned” members of the Army.  It was as if the Army needed him (he was drafted in 1943), but then couldn’t decide how.  After induction he was sent to a half dozen different training bases to learn how to do a half dozen different jobs.  As much a lowly corporal as anyone, he was even briefly put in charge of more seasoned, senior, but segregated “colored” troops during one of his stays in the Deep South.  Back then, rank and race had its privileges. Eventually the Army found a useful assignment for Paul and it shipped him across the Pacific to be part of a diversionary force that would attack Japan’s backside.  He was to land on the main island and fight long and hard enough until US forces could make their main assault. Like many GIs hurriedly sent to the Pacific in preparation for the invasion, Paul witnessed one of the largest military assemblages of manpower and machines the world has ever seen.  At the island of Ulithi, he says, “There were so many ships you couldn’t count them.  Thousands of them.” After the atomic bombs were dropped and Japan surrendered, Paul finally made a landing onto Japanese soil in October 1945.  He went ashore at Kure, about twenty miles from Hiroshima.  There was nothing there.  The city was just like you see it in pictures he says.  The Army also told him that it was safe, as long as he didn’t stay too long in the city or pick up anything as a souvenir.  Paul wasn’t about to.  Not there or in Nagasaki, which he also visited. After only a few months in Japan, Paul was sent home.  Without much fanfare, he was quietly discharged in February 1946.  After arriving by train at Pennsylvania Station, Paul promptly got into his father’s waiting car and that was it.  The war was over.  Going to war was a necessary thing to do, but after it ended it was time to get on with their lives, Paul contends in that same matter-of-fact tone. Like many of his fellow veterans, Paul used the GI Bill after the war.  He obtained a college degree in 1949 from Carnegie Tech—known today as Carnegie Mellon University—and went on to have a very successful thirty-three year career as an engineer. Paul Hanna died in November 2011, five months after this interview with The Social Voice Project.

Chattanooga Choo Choo: nový podcast na Poutníku "Jak dlouho to tak trvá autem z Washingtonu do New Yorku?" Zeptal jsem se před nástupem do Ameriky kameramana Míry Plocka z České televize, který tam byl přede mnou čtyři roky s Petrou Flanderkovou. Zamyslel se a prohlásil: "Od tří do do osmi hodin." Nejdřív jsem nechápal, ale pak mi došlo, že se to prostě nedá odhadnout. Délka cesty je opravdu nevyzpytatelná, závisí na provozu a denní době, odkud z Washingtonu vyjíždíte a samozřejmě do které části New Yorku směřujete. Jestli Míra přeháněl, tak ne moc. Netrvalo dlouho a pochopil jsem, že zdaleka nejrozumější způsob, jak z americké metropole do New Yorku cestovat, je vlakem. Mnoho lidí si myslí, že osobní vlaková doprava je v Americe až na příměstská spojení prakticky mrtvá a ono to opravdu ve většině Ameriky platí. Ale jsou výjimky, jako například takzvaný Severovýchodní koridor, systém tratí z Bostonu přes New York, Filadelfii a Baltimore do Washingtonu, DC. Polostátní železniční společnost Amtrak tam denně provozuje přes dva tisíce místních i dálkových spojení, je to jedno z mála míst, kde osobní železniční doprava vydělává. Praktické je hlavně to, že nastoupíte například do expresu Acela na Union Station v centru Washingtonu a za dvě a půl hodiny jste na Pennsylvania Station přímo na Manhattanu můžete se na to spolehnout. V případě cesty autem nebo autobusem těžko odhadnete, jak dlouho to bude trvat. A lepší to není ani letadlem: na letiště musíte kvůli kontrolám dvě až tři hodiny předem a pak zas nevíte, jak dlouho Vám zabere cesta z letiště tam, kam potřebujete. Severovýchodní koridor je tak takovou skoro poslední výspou Spojených států, kde i dálková doprava vlakem drží krok s auty a letadly. Je mi to to trochu líto, protože mám vlaky rád. Pořád věřím, že si jednou splním svůj sen a projedu Státy vlakem od východu na západ a od jihu na sever. A jako takovou nostalgickou připomínku dob, kdy vlaky kralovaly Americe, jsem ted dal na podcast Poutník reportáž o jednom z míst, které se do historie amerických železnic zapsalo víc jiné: městě Chattanooga a legendárním vlakům Chattanooga Choo Choo.

They're tearing down your favorite old building and putting up a condo in its place. How can this be? Before you plunge into fits of despair, you should know more about the tools of preservation that New Yorkers possess in their efforts to preserve the spirit and personality of the city. In the 1960s, in the wake of the demolition of Pennsylvania Station and other beloved historic structures, the New York City Landmarks Law was enacted, granting the city powers to protect its most precious endangered places. Walking down the beautiful street and see a brown street sign instead of the usual green? You're in a historic district. But preservation can be a tricky business; after all, the city is basically imposing rules about how someone else’s private property, in most cases, should look and be maintained. How do you preserve the past amid a rapidly changing metropolis In this episode, we present a sort of "landmarking 101", mapping the history of the New York City preservation movement and looking at the surprising and sometimes mysterious process of landmarking. It's everything you’ve wanted to know about landmarks (but were afraid to ask)! FEATURING SPECIAL GUESTS — Simeon Bankoff, Executive Director, Historic Districts Council — Peg Breen, President, New York Landmarks Conservancy — Anthony C. Wood, Board Member, New York Preservation Archive Project and author of Preserving New York: Winning the Right to Protect a City’s Landmark This show was recorded live at the Bell House in Gowanus, Brooklyn, as part of the Brooklyn Podcast Festival Visit our website for more information and images from this show. boweryboyshistory.com   Support the show.

Tyler and Don continue their thorough analysis of Ian Fleming's second James Bond book Live And Let Die (1954). In a series of three podcasts they go through the adventure chapter by chapter, providing as much background information as they could gather. This is Part 2 and covers chapters 9 - 15 of the book. After a lucky escape from Mr. Big, Bond and Leiter travel down to Florida. While Leiter flies ahead, Bond takes the train together with the beautiful and mysterious Solitaire. In Florida they are immediately seen by Mr. Big's network and all pretty much goes to hell: Solitaire is kidnapped and Leiter disagreed with something that ate him. At night, Bond retaliates with a vengeance. Obviously, this podcast is filled with spoilers, so if you haven't read Live And Let Die yet, you have been warned! If you enjoy our podcast, please share it with others! Also, you can email us at moneypenny@the00files.com, go to www.the00files.com or look for The 00 Files on social media! SOURCES Books: - Fleming, Ian (1954). Live And Let Die London: Jonathan Cape. - Fleming, Fergus (2016). The Man With The Golden Typewriter: Ian Fleming's James Bond Letters. London: Bloomsbury. - Chancellor, Henry (2005). James Bond. The Man And His World. London: John Murray. - Griswold, John (2006). Ian Fleming's James Bond: Annotations and Chronologies for Ian Fleming's Bond Stories. Bloomington, Indiana: AuthorHouse. - Lycett, Andrew (1996). Ian Fleming. London: Phoenix. - Parker, Matthew (2015). Goldeneye: Where Bond was born: Ian Fleming's Jamaica. London: Windmill Books. - Pearson, John (1966). The Life of Ian Fleming. London: Bloomsbury. Websites and videos: - Inflation http://www.in2013dollars.com - The Silver Phantom https://flemingsbond.com/the-silver-phantom-or-silver-meteor/ - Pennsylvania Station https://flemingsbond.com/pennsylvania-station-new-york/ - Miss Orange Blossom 1954 https://en.wikipedia.org/wiki/Ann_Gloria_Daniel#cite_note-1 - Cord https://en.wikipedia.org/wiki/Cord_(automobile) - Remington 30 https://www.rockislandauction.com/detail/56/737/two-remington-model-30-rifles- - Sunrise/Sunset in Florida https://www.timeanddate.com/sun/usa/st-petersburg?month=1&year=2000

The boys are back! Pennsylvania Station, Chewing Sounds, and Restaurant Row!

Amtrak and Intersection have partnered to install twelve 65-inch digital displays in New York City's Pennsylvania Station, marking Amtrak's first digital expansion into the concourse of New York Penn Station. Make sure to follow us on Twitter @ProAVMKT as well as rate, review, and subscribe on iTunes! For more articles, videos, and news about the Pro A/V industry check out - marketscale.com/industries/pro-av

The story of Pennsylvania Station involves more than just nostalgia for the long-gone temple of transportation as designed by the great McKim, Mead and White. It's a tale of incredible tunnels, political haggling and big visions. Find out why the original Penn Station was built to look so classical, why it was then torn down, and what strange behaviors the tunnels that connect it to New Jersey exhibit every night.   ORIGINALLY RELEASED APRIL 10, 2009 THIS IS A SPECIAL ILLUSTRATED PODCAST!  Chapter headings with images have been embedded in this show, so if your listening device is compatible with AAC/M4A files, just hit play and a variety of pictures should pop up.  The audio is superior than the original as well. (This will work as a normal audio file even if the images don’t appear.)

George Metesky, better known as the Mad Bomber, terrorized New York City for 16 years in the 1940s and 1950s with explosives that he planted in theaters, terminals, libraries, and offices. Bombs were left in phone booths, storage lockers, and restrooms in public buildings, including Grand Central Terminal, Pennsylvania Station, Radio City Music Hall, the New York Public Library, the Port Authority Bus Terminal and the RCA Building, and in the New York City Subway. See acast.com/privacy for privacy and opt-out information.

On the evening of June 25, 1906, during a performance of Mam'zelle Champagne on the rooftop of Madison Square Garden, the architect Stanford White was brutally murdered by Harry Kendall Thaw. The renown of White's professional career -- he was one of New York’s leading social figures -- and the public nature of the assassination led newspapers to call it the Crime of the Century.  But many of the most shocking details would only be revealed in a courtroom, exposing the sexual perversities of some of the city’s wealthiest citizens.White, as a member of the prestigious firm McKim, Mead and White, was responsible for some of New York's most iconic structures including Pennsylvania Station, the Washington Square Arch and Madison Square Garden, where he was slain. But his gracious public persona disguised a personal taste for young chorus girls, often seduced at his 24th Street studio, famed for its "red velvet swing".Eveyln Nesbit was only a teenager when she became a popular artist's model and a cast member in Broadway's hottest musical comedy. White wooed her with the trappings of luxury and subsequently took advantage of her. The wealthy playboy Harry Thaw also fell for Nesbit -- and grew insanely jealous of White. Soon his hatred would envelop him, leading to the unfortunate events of that tragic summer night.www.boweryboyshistory.com Support the show.

The story of Pennsylvania Station involves more than just nostalgia for the long-gone temple of transportation as designed by the great McKim, Meade and White. It's a tale of incredible tunnels, political haggling and big visions. Find out why the original Penn Station was built to look so classical, why it was then torn down, and what strange behaviors the tunnels that connect it to New Jersey exhibit every night. www.boweryboyspodcast.com Support the show.

Forty years on Alistair Cooke examines the knock on effect of the destruction of the original Pennsylvania Station.