a blessing in disguise. More than other large-scale infrastructural projects, the canal to Lake Biwa absorbed government resources. Initially intended as an encouragement of transportation and in powering water wheels, its original goals quickly became obsolete. Trains became the favorite mode of transportation with the construction of Kyoto Station. Canal water, however, found alterative usage. The Keage power station generated electricity and powered Japan’s first city trams. Okazaki, planned as an industrial town, turned into a suburban area full of villas with extensive gardens and parks benefiting from the waters of Lake Biwa. Kuniga Yumiko draws a portray of Nihonga painting schools as they redesigned inherited styles of vision under Western influences and in relation to the Tokyo interpretations of the modern. Yoshii Takao describes one of the areas of urban pride and identification, Kyō yaki, the quintessential “typical” pottery named after its town of origin. Much of its creation owns to potters crossing the boundaries of different crafts incorporating design skills from the textile industry and the latest European production technologies. Ever since the Meiji period, export income and foreign tastes played a significant part to sustain and transform local artisanship competing not only on price but also in search of distinctive qualities. Kyoto’s Renaissance is the first in-depth English-language history of late nineteenth century Kyoto. The volume speaks to readers interested in Meiji Japan, urban development and cultural history. One question the volume may have explored further is what were the costs of redeveloping Kyoto as “ancient capital” in the service of the modern nation? The book describes well the short-term benefits to the city at various levels but the long-term constraints of urban development strategies and the path dependencies these initiated remain unexamined. How did Kyoto deal with the disjuncture of modernity beyond its political, cultural, and religious elite? What changes were weaved into the social and economic fabric of daily life in town? As attractive as Kyoto is today to domestic and foreign tourists alike, it has also become very dependent on the tourism industry, as is acutely felt during restrictions imposed during the Coronavirus pandemic. Even before this 2020 rupture, Kyoto was the poorest of Japan’s 20 major cities in terms of per capita income, trailing significantly behind Osaka, the merchant capital of the Kansai region. Evaluating Meiji history in hindsight does not do justice to the people at the time but if we also consider the alternative paths not taken and the disadvantages of the paths traveled in awareness of other urban histories, we will gain a more comprehensive understanding of the history of modern Kyoto.

中文翻译：

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2018 年和 2019 年印度尼西亚选举：身份政治和区域视角，伦纳德 C. 塞巴斯蒂安和亚历山大 R. Arifianto。伦敦：劳特利奇，2020 年。文本 Pp。xiii + 220，纸£120.00，布£33.29 ISBN 13：9780367467807（精装本）；9781003031000（电子书）。

因祸得福。与其他大型基础设施项目相比，通往琵琶湖的运河吸收了政府资源。最初是为了鼓励交通和为水车提供动力，但其最初的目标很快就过时了。随着京都站的建设，火车成为最受欢迎的交通工具。然而，运河水发现了替代用途。Keage 发电站发电并为日本第一辆城市有轨电车提供动力。冈崎被规划为工业城镇，变成了一个郊区，到处都是别墅，拥有广阔的花园和受益于琵琶湖水域的公园。国贺由美子描绘了日本画派，因为他们在西方影响下重新设计了继承的视觉风格，并与东京对现代的诠释有关。Yoshii Takao 描述了城市自豪感和认同感之一，Kyō yaki，一种以其原产地命名的典型“典型”陶器。它的大部分作品都属于陶艺家，他们跨越了不同工艺的界限，融合了纺织行业的设计技巧和最新的欧洲生产技术。自明治时期以来，出口收入和外国口味在维持和改造当地手工艺方面发挥了重要作用，不仅在价格上竞争，而且在寻求独特品质方面也存在竞争。京都的文艺复兴是十九世纪末京都第一次深入的英语历史。该书面向对日本明治、城市发展和文化历史感兴趣的读者进行交流。该书可能进一步探讨的一个问题是，将京都重建为“古都”以服务于现代国家的成本是多少？这本书很好地描述了各个层面对城市的短期利益，但城市发展战略的长期限制以及由此引发的路径依赖性仍未得到检验。京都是如何应对其政治、文化和宗教精英之外的现代性脱节的？城市日常生活的社会和经济结构发生了哪些变化？就像今天的京都对国内外游客一样具有吸引力，它也变得非常依赖旅游业，正如在冠状病毒大流行期间实施的限制措施期间所强烈感受到的那样。甚至在这 2020 年破裂之前，就人均收入而言，京都是日本 20 个主要城市中最贫穷的，远远落后于关西地区的商业首都大阪。事后评价明治历史并不公正于当时的人民，但如果我们在了解其他城市历史的同时考虑未采取的替代路径以及所走路径的弊端，我们将对明治的历史有更全面的了解。现代京都。