Deep red velveteen box with a fitted repoussé top set on the ground at arm's length from the ropes around the perimeter of the Medicine Wheel, perhaps with a memento or symbolic treasure within.

 

The Wyoming "Medicine Wheel" comprises an 80-foot diameter circle outlined in white stones (from the local area) with 28 white rock "spokes" and a white rock cairn in the center. Its precise age as a sacred site discovered by indigenous people has not been established but it has certainly been in continuous use for at least 3 millennia. It is still used for ceremonies and similar events by area Natives as well as non-natives today. The precise history of this Medicine Wheel is not known, but there are other, similarly constructed sites throughout the North American west, including in the U.S. and Canada.

The cognizant agency, by agreement with indigenous stakeholders, grants entry into the inner circle only for legitimate use by indigenous groups.

If you visit, please resist the temptation to enter the sacred space, and if you are there when the inner circle is in use, please observe from a respectful distance, and leave promptly if asked to as activities conducted therein may not be open to outsiders. Do not disturb objects left around or inside the wheel, or photograph the celebrants without their explicit permission.

The site is on a high promontory of Medicine Mountain, a little over 30 miles from the town of Lovell, Wyoming.

 

When not being used for traditional purposes by modern Indian tribal groups, it's open for public visitation year 'round. A designated Historic Landmark, it is under the protection of the US Forest Service, which from June 1- September 30 staffs a small informational kiosk at the trail head to the Wheel.

Anyone can leave offerings around the outside of the wheel, which is bounded by ropes hung along wood stanchions, at any time. At this elevation - nearly 10,000 feet - any object imbued with prayers will be that much closer to The Maker, and just might be carried aloft by the strong winds.

 

Most people make the lovely and not-difficult 1-1/2 mile walk from the parking area to the Wheel. Visitors with handicapped designation may drive to the top. Hunters can use powered vehicles – typically ATVs – to bypass the sacred site on the way to designated hunting areas in the Bighorn National Forest.

 

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Schweiz / Wallis - Aletschgletscher

 

In the background you can see the Olmenhorn (3,314 m).

 

Im Hintergrund sieht man das Olmenhorn (3.314 m).

 

The Aletsch Glacier (German: Aletschgletscher, German pronunciation: [ˈalɛtʃˌɡlɛtʃɐ]) or Great Aletsch Glacier (Grosser Aletschgletscher) is the largest glacier in the Alps. It has a length of about 23 km (14 mi) (2014), has about a volume of 15.4 km3 (3.7 cu mi) (2011), and covers about 81.7 km2 (31.5 square miles) (2011) in the eastern Bernese Alps in the Swiss canton of Valais. The Aletsch Glacier is composed of four smaller glaciers converging at Konkordiaplatz, where its thickness was measured by the ETH to be still near 1 km (3,300 ft). It then continues towards the Rhône valley before giving birth to the Massa. The Aletsch Glacier is – like most glaciers in the world today – a retreating glacier. As of 2016, since 1980 it lost 1.3 kilometres (0.81 mi) of its length, since 1870 3.2 kilometres (2.0 mi), and lost also more than 300 metres (980 ft) of its thickness.

 

The whole area, including other glaciers is part of the Jungfrau-Aletsch Protected Area, which was declared a UNESCO World Heritage Site in 2001.

 

Geography

 

The Aletsch Glacier is one of the many glaciers located between the cantons of Bern and Valais on the Bernese Alps located east of the Gemmi Pass. The whole area is considered to be the largest glaciated area in western Eurasia. The Fiescher and Aar Glaciers lying on the east have similar extensions.

 

Except the Finsteraarhorn, all the highest summits of the Bernese Alps are located within the drainage basin of the glacier. The Jungfrau and Mönch constitute the northern boundary; the Gross Fiescherhorn and Gross Wannenhorn lie on its east side; finally the culminating point, the Aletschhorn (4,193 m (13,757 ft)) is located on the west side.

 

Before reaching the maximum flow, four smaller glaciers converge at Konkordiaplatz:

 

From the western mouth flows the Grosser Aletschfirn, which runs along the northern foot of the Aletschhorn and Dreieckhorn. The Grosser Aletschfirn is supplied from the north by three notable firns: the Äbeni Flue-Firn, the Gletscherhornfirn, and the Kranzbergfirn. All of these firns have their starting points at around 3,800 m (12,500 ft). From the Äbeni Flue-Firn to the Konkordiaplatz, the Grosser Aletschfirn is 9 km (5.6 mi) long and is on average about 1.5 km (0.93 mi) wide. On the west, the Grosser Aletschfirn connects with the Langgletscher over the 3,158 m (10,361 ft) high glacier pass, the Lötschenlücke, into the Lötschental.

 

From the northwestern mouth flows the Jungfraufirn. This firn in fact represents the straight continuation of the Aletsch Glacier, yet is the shortest of the four tributary glaciers. It has its origin on the southern flank of the Mönch and at the eastern flank of the Jungfrau with the Jungfraujoch in-between. Up to the Konkordiaplatz, the Jungfraufirn is a scarce 7 km (4.3 mi) long, and returns to flank the Kranzberg in the west and the Trugberg in the east. At its highest point, it is 2 km (1.2 mi) wide, and further down it is still a good 1 km (0.62 mi) wide.

From the northern mouth flows the Ewigschneefäld ("Eternal snow field"), where its starting point takes the east flank of the Mönch. In an elbow, it flanks from Trugberg in the west and the Gross Fiescherhorn and Grünhorn in the east, flowing on to the Konkordiaplatz. Up to here, it is about 8 km (5.0 mi) long and averages about 1.2 km (0.75 mi) wide.

 

The mouth at the Konkordiaplatz it follows over a rise with a descent from 25 to 30 percent; here, the glacier is sharply split. Against the north is the Ewigschneefäld over the snow-covered pass of the Unners Mönchsjoch (3,518 m (11,542 ft)), connected with the catchment area of the Ischmeer (Wallis German for "Ice Sea"). Through the Obere Mönchsjoch (3,624 m (11,890 ft)) between the Mönch and the Trugberg stands a connection to the Jungfraufirn.

 

From the east, the smallest firn arrives at the Konkordiaplatz: the Grüneggfirn. Its northern arm begins below the Grünegghorn (3,860 m (12,660 ft)). The southern arm collects its snow and ice in the pot flanked by the Wyssnollen, Fiescher Gabelhorn (3,866 m (12,684 ft)), and the Chamm. Between the peaks Wyssnollen and Grünhörnli another glacier pass, the Grünhornlücke (3,279 m (10,758 ft)), connects to the Fieschergletscher. The Grüneggfirn enters the Konkordiaplatz in a gap between the mountainsides Grünegg to the north and the Fülberg to the south. On the western side of the Fülberg the Konkordia hut (mountain hut) overlooks the whole Konkordiaplatz at an altitude of 2,850 m (9,350 ft).

 

South of Konkordiaplatz, the glacier runs towards the valley of the Oberwallis (Upper Valais); on the east side, near Bettmeralp, lies a small glacier lake, Märjelensee (2,301 m (7,549 feet)); from the western side used to enter the Mittelaletschgletscher, but since the end of the 20th century the connection with the Aletsch Glacier has been lost. Further down, until about 1880, the Oberaletschgletscher did also enter the Aletsch Glacier at its mouth. But since then both glaciers have been retreating so far that they do not connect anymore (the Upper Aletsch Glacier did retreat about 1.3 km (0.81 mi) from its connecting point with the Aletsch Glacier), but both serve now only as the source of the river Massa. The river flows through the Lake Gibidum (a reservoir, and coincidentally representing the glacier's mouth region in the 19th century, which is a retreat of more than 4 km (2.5 mi)) and a gorge of the same name before reaching the Rhône near Brig.

 

Tourism

 

The area of the Aletsch Glacier and some surrounding valleys is on the UNESCO World Heritage list, thus it is protected and the facilities are mostly restricted to the external zones. The region between Belalp, Riederalp and Bettmeralp (which is called Aletsch Region) in Valais gives access to the lower part of the glacier. The Bettmerhorn and Eggishorn are popular view points and are accessible by cable car. The Massa river can be crossed since 2008 by a suspension bridge, thus allowing hikes between the left and the right part of the glacier.

 

The Jungfraujoch railway station (3,450 m) gives a direct access to the upper Aletsch Glacier as well as the normal route to the Jungfrau. It can be reached only from Interlaken in the canton Bern. Hiking paths pass the Konkordia Hut or the Hollandia Hut, eventually reaching other glaciers in the massif.

 

On the Riederfurka, at 2,065 metres between Riederalp and the glacier, is located the historic Villa Cassel, former summer residence of many famous and influential guests from the worlds of politics and finance. The house is now one of the centers of the environmental organization Pro Natura, which hosts a permanent exhibition about the site.

 

Panorama

 

Also at the mouth of the Konkordiaplatz from the east is the small but important Grüneggfirn (3 km long and averaging 600 m wide). This firn is connected in the over the glacier pass Grünhornlücke (3280 m high) to the Fiescher Glacier in the east.

 

From the Konkordiaplatz, the Aletsch Glacier has a width of approximately 1.5 km and moves at a rate of 180 m per year to the southeast on course with the Rhône valley, bordering the Dreieckhorn in the west and the great Wannenhorn in the east. It then takes a great right turn and bends ever closer to the southwest, running through the edge of the Eggishorn and Bettmerhorn of the Rhône valley. The lowest part of the great Aletsch Glacier is largely covered with detritus of the lateral and medial moraines. The glacier's toe currently lies about 1560 m high, far beneath the local tree line. From it springs the Massa stream, which flows through the Massa Canyon and is used to generate hydroelectric power. It continues through the upper half of the Brig, eventually entering into the Rhône.

 

The great Aletsch Glacier shows considerable ice cover. At the Konkordiaplatz, it has an ice cover of more than 900 m, but as it moves to the south, the greater part of the ice melts, gradually decreasing the cover to around 150 m.

 

The characteristically dark medial moraine, situated almost in the middle of the glacier, runs protracted in two bands from the Konkordiaplatz along the whole length to the glacier's toe-zone. This medial moraine is collected from the ice of three large ice fields, which all run together. The westernmost medial moraine has been named the Kranzbergmoräne, and the easternmost carries the name Trugbergmoräne.

 

Formation and evolution

 

The Aletsch Glacier resulted from the accumulation and compaction of snow. Glaciers generally form where snow and ice accumulation exceed snow and ice melt. As the snow and ice thicken it reaches a point where it begins to move due to a combination of gravity and pressure of the overlying snow and ice.

 

During the last glacial periods, the Aletsch Glacier was much larger than now. 18,000 years ago the lower part of the ridge, between Riederalp and the glacier, was completely covered by ice. Only the summits of the Bettmerhorn, Eggishorn and the Fusshörner were above the glacier. After an important retreat, the glacier again advanced 11,000 years ago during the last glacial period. The glacier reached the Rhône valley, and its ice the Riederfurka. Remaining moraines are still visible in the Aletsch Forest.

 

Since the last glaciation, the glacier generally retreated. However slight climatic changes happened and, in 1860, the glacier was 3 km longer and the ice level 200 m higher.

 

As for many other glaciers, records show a major longer-term retreat trend. The Aletsch Glacier receded by 3.2 km (2.0 mi) since 1870, including 1.3 km (0.81 mi) since 1980.[6] A record retreat of 114.6 metres (376 ft) happened in 2006 alone.

 

Since the end of the Little Ice Age in 1850 the glacier has lost 20 percent of its ice mass, considerably less than other glaciers in Switzerland, which have lost up to 50 percent. This is explained with the large size of the Aletsch Glacier, which reacts much slower to climate change than smaller glaciers. It is however estimated that, by 2100, the glacier will have only one tenth of its 2018 ice mass.

 

Photo opportunity

 

On August 18, 2007, photographer Spencer Tunick used hundreds of naked people in a "living sculpture" on the Aletsch Glacier in a photo shoot which he said was intended to draw attention to global warming and the shrinking of the world's glaciers. The temperature was about 10 °C (50 °F) at the time of the photo shoot. The 600 participants on the shrinking glacier said that they had volunteered for Tunick (a collaboration with Greenpeace) to let the world know about the effects of global warming on the melting Swiss glaciers.

 

(Wikipedia)

 

Der Grosse Aletschgletscher ist der flächenmässig grösste und längste Gletscher der Alpen. Er befindet sich auf der Südabdachung der Berner Alpen im Schweizer Kanton Wallis. Die Länge des Gletschers beträgt 22,6 km, die Fläche wird mit 78,49 km² angegeben. Der Aletschgletscher entwässert über die Massa in die Rhone. Die Fläche des gesamten Einzugsgebiets der Massa beträgt 195 km², wovon 1973 etwa zwei Drittel vergletschert waren. Oft werden bei der Flächenangabe der Ober- und Mittelaletschgletscher einbezogen, da diese früher mit dem Grossen Aletschgletscher verbunden waren. Die gesamte vergletscherte Fläche einschliesslich dieser Gletscher betrug 1973 etwa 128 km², für das Jahr 1863 wird eine Fläche von 163 km² angenommen.

 

Ursprung am Konkordiaplatz

 

Der Ursprung des Grossen Aletschgletschers liegt in der rund 3800 m hoch gelegenen Jungfrau-Region. Am Konkordiaplatz (♁645905 / 150101), einer 6 km² grossen und nur wenig geneigten Eisfläche, fliessen drei mächtige Firnströme zusammen:

 

Von Westen mündet der Grosse Aletschfirn, der entlang dem Nordfuss von Aletschhorn und Dreieckhorn fliesst. Der Grosse Aletschfirn wird von Norden her durch drei weitere bedeutende Firne gespeist, nämlich durch den Ebnefluhfirn, den Gletscherhornfirn und den Kranzbergfirn. Alle diese Firne nehmen ihren Ausgangspunkt auf rund 3800 m ü. M. Einschliesslich des Ebnefluhfirns hat der Grosse Aletschfirn bis zum Konkordiaplatz eine Länge von 9 km und ist durchschnittlich fast 1,5 km breit. Gegen Westen ist der Grosse Aletschfirn über den 3173 m ü. M. hohen Gletscherpass der Lötschenlücke mit dem Langgletscher verbunden, der ins Lötschental abfliesst.

 

Von Nordwesten mündet der Jungfraufirn, der zwar die gerade Fortsetzung des Aletschgletschers darstellt, jedoch der kürzeste der drei Tributärgletscher ist. Er hat seinen Ursprung an der Südflanke des Mönchs, am Jungfraujoch und an der Ostflanke der Jungfrau. Bis zum Konkordiaplatz legt der Jungfraufirn eine Wegstrecke von knapp 7 km zurück und wird dabei im Westen vom Kranzberg, im Osten vom Trugberg flankiert. Er ist in seinem oberen Teil 2 km, weiter unten noch gut 1 km breit.

 

Von Norden mündet das Ewigschneefeld, das seinen Ausgangspunkt an der Ostflanke des Mönchs nimmt und in einem Bogen, flankiert vom Trugberg im Westen sowie dem Gross Fiescherhorn und dem Grünhorn im Osten, zum Konkordiaplatz fliesst. Bis hierher ist es ungefähr 8 km lang und durchschnittlich 1,2 km breit. Die Mündung in den Konkordiaplatz erfolgt über einen Steilhang mit einem Gefälle von 25 bis 30 %; der Gletscher ist hier stark zerklüftet. Gegen Norden ist das Ewigschneefeld über den firnbedeckten Pass des Unteren Mönchsjochs (3529 m ü. M.) mit dem Einzugsgebiet des Unteren Grindelwaldgletschers verbunden. Durch das Obere Mönchsjoch (3627 m ü. M.) zwischen dem Mönch und dem Trugberg besteht eine Verbindung zum Jungfraufirn. Ferner mündet am Konkordiaplatz von Osten noch der wesentlich kleinere Grüneggfirn (3 km lang und durchschnittlich 600 m breit). Dieser ist nach Osten über den Gletscherpass der Grünhornlücke (3280 m ü. M.) mit dem Fieschergletscher verbunden.

 

Weiterer Verlauf

 

Vom Konkordiaplatz aus bewegt sich der Eisstrom mit einer Breite von ungefähr 1,5 km und mit einer Geschwindigkeit von bis zu 180 Metern pro Jahr nach Südosten in Richtung Rhonetal, gesäumt vom Dreieckhorn im Westen und dem Gross Wannenhorn im Osten. Er zeichnet dann eine grosse Rechtskurve und biegt immer mehr nach Südwesten ab, nun durch den Grat des Eggishorns und Bettmerhorns vom Rhonetal getrennt. Der unterste Teil des Grossen Aletschgletschers ist weitgehend durch das Geschiebematerial von Seiten- und Mittelmoränen bedeckt. Die Gletscherzunge liegt derzeit auf rund 1'560 Meter Höhe, weit unterhalb der lokalen Waldgrenze. Aus ihr entspringt der Bach Massa, welcher nach der Massaschlucht und einer Nutzung in einem Wasserkraftwerk, in Bitsch, oberhalb von Naters, in die Rhone (Rotten) fliesst.

 

Der Grosse Aletschgletscher weist beachtliche Eisdicken auf. Am Konkordiaplatz hat der Gletscher eine Eisdicke von mehr als 900 Metern, gegen Süden nimmt die Mächtigkeit des Eises allmählich auf rund 150 m ab. Charakteristisch sind die beiden dunklen, fast in der Mitte des Aletschgletschers gelegenen Moränenspuren, welche sich ab dem Konkordiaplatz auf der gesamten Länge bis in den Zungenbereich hinziehen. Es sind die Mittelmoränen, die das Eis der drei Hauptfirne voneinander trennen. Die westliche Mittelmoräne wird auch Kranzbergmoräne genannt, die östliche trägt den Namen Trugbergmoräne.

 

Gletscherschwankungen

 

In seinem Hochstadium während der Kleinen Eiszeit um die Mitte des 19. Jahrhunderts erstreckte sich der Grosse Aletschgletscher noch rund 2,5 km weiter talabwärts. Aufgrund der allgemeinen Erwärmung seit etwa 1870 hat er besonders unterhalb des Konkordiaplatzes massiv an Volumen eingebüsst und sowohl an den Seiten als auch im Zungenbereich Flächen von mehreren Quadratkilometern freigegeben. Der einstmalige, in der Neuzeit höchste Gletscherstand kann gut an den noch fast vegetationslosen Seitenmoränen abgeschätzt werden. Seit 1850 hat die Eisdicke um teilweise über 100 m abgenommen. Früher waren auch die Eisströme des Oberaletschgletschers und des Mittelaletschgletschers direkt mit dem Grossen Aletschgletscher verbunden.

 

In der Senke zwischen dem Strahlhorn und dem Eggishorn liegt der Märjelensee, der im 19. Jahrhundert beim Gletscherhochstand zu einem Gletscherrandsee aufgestaut wurde. Seine wiederholten plötzlichen Ausbrüche durch Gletscherspalten verursachten immer wieder starke Schadenshochwasser der Massa hin zum Rhonetal.

 

Gegen kurzfristige Klimaschwankungen ist der Gletscher aufgrund seiner grossen Masse relativ immun. Während viele andere Gletscher Ende der 1970er Jahre bis Anfang der 1980er Jahre vorstiessen, reagierte der Aletschgletscher auf die vorübergehende Abkühlung kaum – ebenso wenig wie auf die warmen Jahre seit 1983. Aufgrund der zunehmend extremen Hitze der letzten Jahre zieht er sich aber nun doch – wie alle übrigen Alpengletscher – deutlich verstärkt zurück.

 

Die relative Trägheit in seinen Reaktionen auf Klimaschwankungen macht den Aletschgletscher auch zu einem idealen Untersuchungsobjekt zur Erforschung der Klimaentwicklung im Alpenraum. Die Längenschwankungen des Aletschgletschers in der Vergangenheit dürften sogar eine Rekonstruktion aller grösseren Klimaveränderungen der letzten 3200 Jahre erlauben. Die Bestimmung der verschiedenen Längenstadien des Aletschgletschers in der Vergangenheit erfolgt durch die Radiokohlenstoffdatierung fossiler Baumstämme, die der Gletscher bei einem früheren Vorstoss einmal überfahren haben muss und nun während seines aktuellen Rückzuges wieder freigibt. Der Befund fossiler Böden und von Wurzelwerk garantiert dabei, dass es sich bei dem Fundort auch um den Wuchsstandort des fossilen Baumes handelt. Durch Zählung der Jahresringe der geborgenen Stämme kann sogar der Zeitraum bestimmt werden, während dessen der Aletschgletscher den Fundort nicht erreicht hat. Mit dieser Methode wurde festgestellt, dass der Aletschgletscher bis etwa 1200 v. Chr. um einiges kleiner gewesen sein muss als gegen Ende des 20. Jahrhunderts. Für die Jahre etwa von 1200 bis 1110 v. Chr., 850 bis 750 v. Chr. und 350 bis 250 v. Chr. sind Vorstösse festgestellt worden. Dabei ist der Aletschgletscher von 900 bis 400 v. Chr. jedoch kleiner gewesen als am Ende des 20. Jahrhunderts, genauso wie von etwa 100 v. Chr. bis ins Jahr 250. Um das Jahr 300 ist eine Gletscherlänge vergleichbar der des Höchststandes im 19. Jahrhundert festzustellen.

 

Laut der letzten Studie der Universität Erlangen-Nürnberg (Juni 2020) schmolz die Oberfläche des Grossen Aletschgletscher zwischen den Jahren 2001 und 2014 um mehr als fünf Meter pro Jahr in den unteren Lagen.

 

Tourismus

 

Der Aletschgletscher galt schon früh als besondere Sehenswürdigkeit für Reisende und als willkommenes Untersuchungsobjekt für Forschende. Forschungsstationen gibt es seit 1937 auf dem Jungfraujoch und seit 1976 auf der Riederfurka oberhalb der Riederalp. Durch zahlreiche Luftseilbahnen besonders gut erschlossen ist der Berggrat zwischen dem Riederhorn und dem Eggishorn, der sehr schöne Einblicke in den Zungenbereich und den unteren Teil des Gletschers gewährt. Mit dem Bau der Jungfraubahn auf das Jungfraujoch (auf der Sphinx 3571 m ü. M.) wurde 1912 auch für nicht berggewohnte Leute ein Blick in den oberen Teil des Gletschers ermöglicht.

 

Am Felshang des Faulbergs östlich des Konkordiaplatzes stehen auf 2850 m ü. M. die Konkordiahütten des Schweizer Alpen-Clubs SAC. Sie dienen als wichtiger Etappenort auf der hochalpinen Gletscherroute vom Jungfraujoch oder vom Lötschental in das Gebiet des Grimselpasses.

 

UNESCO-Weltnaturerbe

 

Das Gebiet des Grossen Aletschgletschers ist zusammen mit dem einzigartigen Aletschwald und den umliegenden Regionen seit dem 13. Dezember 2001 Bestandteil des UNESCO-Weltnaturerbes Schweizer Alpen Jungfrau-Aletsch.

 

(Wikipedia)

Lewis after a few good lengths in the pool - he loves to swim and attends swimming classes every week - I had just told him to get out of the pool as it looked like a good old thunderstorm was imminent. He said "but why?" and then there was a huge crash of thunder and out he ran .... followed by a great lightning flash!!

 

Going For 4 In-a-Row ~ 366 ....

 

Thanks to everyone who views this photo, adds a note, leaves a comment and of course BIG thanks to anyone who chooses to favourite my photo .... thanks to you all.

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"So at length Carter crawled through endless burrows with three helpful ghouls bearing the slate gravestone of Col. Nepemiah Derby, obit 1719, from the Charter Street Burying Ground in Salem. When they came again into open twilight they were in a forest of vast lichened monoliths reaching nearly as high as the eye could see and forming the modest gravestones of the Gugs. On the right of the hole out of which they wriggled, and seen through aisles of monoliths, was a stupendous vista of cyclopean round towers mounting up illimitable into the grey air of inner earth. This was the great city of the Gugs, whose doorways are thirty feet high. Ghouls come here often, for a buried Gug will feed a community for almost a year, and even with the added peril it is better to burrow for Gugs than to bother with the graves of men. Carter now understood the occasional titan bones he had felt beneath him in the vale of Pnoth."

-H. P. Lovecraft, "The Dream-Quest of Unknown Kadath"

 

Matured male, body length 45mm

 

The Blue Skimmer Dragonflies are sometimes known as Sky Blue Dragonflies. They are medium in size with body length 45mm. Their bodies are long and slender, matured males are powder blue in colour with tapered dark abdomen tip. Outer wings with smoky suffusion.

MSC Clara, length 395m, beam 59m, 19224 TEU

The Moscow Metro is a metro system serving the Russian capital of Moscow as well as the neighbouring cities of Krasnogorsk, Reutov, Lyubertsy and Kotelniki in Moscow Oblast. Opened in 1935 with one 11-kilometre (6.8 mi) line and 13 stations, it was the first underground railway system in the Soviet Union.

 

As of 2023, the Moscow Metro, excluding the Moscow Central Circle, the Moscow Central Diameters and the Moscow Monorail, had 294 stations and 514.5 km (319.7 mi) of route length, excluding light rail Monorail, making it the 8th-longest in the world and the longest outside China. It is the third metro system in the world (after Madrid and Beijing), which has two ring lines. The system is mostly underground, with the deepest section 84 metres (276 ft) underground at the Park Pobedy station, one of the world's deepest underground stations. It is the busiest metro system in Europe, the busiest in the world outside Asia, and is considered a tourist attraction in itself.

 

The Moscow Metro is a world leader in the frequency of train traffic—intervals during peak hours do not exceed 90 seconds. In February 2023, Moscow was the first in the world to reduce the intervals of metro trains to 80 seconds.

 

Name

The full legal name of the metro has been "Moscow Order of Lenin and Order of the Red Banner of Labor V.I. Lenin Metro" (Московский ордена Ленина и ордена Трудового Красного Знамени метрополитен имени В.И. Ленина) since 1955. This is usually shortened to V.I. Lenin Metro (Метрополитен им. В.И. Ленина). This shorter official name appears on many stations. Although there were proposals to remove Lenin from the official name, it still stands. During the 1990s and 2000s, Lenin's name was excluded from the signage on newly built and reconstructed stations. In 2016, the authorities promised to return the official name of the metro to all the stations' signage.

 

The first official name of the metro was L. M. Kaganovich Metro (Метрополитен им. Л.М. Кагановича) after Lazar Kaganovich. (see History section). However, when the Metro was awarded the Order of Lenin, it was officially renamed "Moscow Order of Lenin L. M. Kaganovich Metro" (Московский ордена Ленина Метрополитен им. Л. М. Кагановича) in 1947. And when the metro was renamed in 1955, Kaganovich was "given a consolation prize" by renaming the Okhotny Ryad station to "Imeni Kaganovicha". Yet in a matter of only two years, the original Okhotny Ryad name of the station was reinstated.

 

Logo

The first line of the Moscow Metro was launched in 1935, complete with the first logo, the capital M paired with the text "МЕТРО". There is no accurate information about the author of the logo, so it is often attributed to the architects of the first stations – Samuil Kravets, Ivan Taranov and Nadezhda Bykova. At the opening in 1935, the M letter on the logo had no definite shape.

 

Today, with at least ten different variations of the shape in use, Moscow Metro still does not have clear brand or logo guidelines. An attempt was made in October 2013 to launch a nationwide brand image competition, only to be closed several hours after its announcement. A similar contest, held independently later that year by the design crowdsourcing company DesignContest, yielded better results, though none were officially accepted by the Metro officials.

 

Operations

The Moscow Metro, a state-owned enterprise, is 449 km (279 mi) long and consists of 15 lines and 263 stations organized in a spoke-hub distribution paradigm, with the majority of rail lines running radially from the centre of Moscow to the outlying areas. The Koltsevaya Line (line 5) forms a 20-kilometre (12 mi) long circle which enables passenger travel between these diameters, and the new Moscow Central Circle (line 14) and even newer Bolshaya Koltsevaya line (line 11) form a 54-kilometre (34 mi) and 57-kilometre (35 mi) long circles respectively that serve a similar purpose on middle periphery. Most stations and lines are underground, but some lines have at-grade and elevated sections; the Filyovskaya Line, Butovskaya Line and the Central Circle Line are the three lines that are at grade or mostly at grade.

 

The Moscow Metro uses 1,520 mm (4 ft 11+27⁄32 in) Russian gauge, like other Russian railways, and an underrunning third rail with a supply of 825 Volts DC, except lines 13 and 14, the former being a monorail, and the latter being directly connected to the mainlines with 3000V DC overhead lines, as is typical. The average distance between stations is 1.7 kilometres (1.1 mi); the shortest (502 metres (1,647 ft) long) section is between Vystavochnaya and Mezhdunarodnaya, and the longest (6.62 kilometres (4.11 mi) long) is between Krylatskoye and Strogino. Long distances between stations have the positive effect of a high cruising speed of 41.7 kilometres per hour (25.9 mph).

 

The Moscow Metro opens at 05:25 and closes at 01:00. The exact opening time varies at different stations according to the arrival of the first train, but all stations simultaneously close their entrances at 01:00 for maintenance, and so do transfer corridors. The minimum interval between trains is 90 seconds during the morning and evening rush hours.

 

As of 2017, the system had an average daily ridership of 6.99 million passengers. Peak daily ridership of 9.71 million was recorded on 26 December 2014.

 

Free Wi-Fi has been available on all lines of the Moscow Metro since 2 December 2014.

 

Lines

A Moscow Metro train passes through Sokolnicheskaya and Koltsevaya lines. View from the driver's cabin

Each line is identified by a name, an alphanumeric index (usually consisting of just a number, and sometimes a letter suffix), and a colour. The colour assigned to each line for display on maps and signs is its colloquial identifier, except for the nondescript greens and blues assigned to the Bolshaya Koltsevaya, the Zamoskvoretskaya, the Lyublinsko-Dmitrovskaya, and Butovskaya lines (lines, 11, 2, 10, and 12, respectively).[citation needed] The upcoming station is announced by a male voice on inbound trains to the city center (on the Circle line, the clockwise trains), and by a female voice on outbound trains (anti-clockwise trains on the Circle line).

 

The metro has a connection to the Moscow Monorail, a 4.7-kilometre (2.9 mi), six-station monorail line between Timiryazevskaya and VDNKh which opened in January 2008. Prior to the official opening, the monorail had operated in "excursion mode" since 2004.

 

Also, from 11 August 1969 to 26 October 2019, the Moscow Metro included Kakhovskaya line 3.3 km long with 3 stations, which closed for a long reconstruction. On 7 December 2021, Kakhovskaya is reopened after reconstruction as part of the Bolshaya Koltsevaya line. The renewed Varshavskaya and Kashirskaya stations reopened as part of the Bolshaya Koltsevaya line, which became fully functional on 1 March 2023. Its new stations included Pechatniki, Nagatinsky Zaton and Klenovy Bulvar.

 

Renamed lines

Sokolnicheskaya line was previously named Kirovsko-Fruzenskaya

Zamoskvoretskaya line was previously named Gorkovsko-Zamoskvoretskaya.

Filyovskaya line was previously named Arbatsko-Filyovskaya.

Tagansko-Krasnopresnenskaya line was previously named Zhdanovsko-Krasnopresnenskaya

 

History

The first plans for a metro system in Moscow date back to the Russian Empire but were postponed by World War I, the October Revolution and the Russian Civil War. In 1923, the Moscow City Council formed the Underground Railway Design Office at the Moscow Board of Urban Railways. It carried out preliminary studies, and by 1928 had developed a project for the first route from Sokolniki to the city centre. At the same time, an offer was made to the German company Siemens Bauunion to submit its own project for the same route. In June 1931, the decision to begin construction of the Moscow Metro was made by the Central Committee of the Communist Party of the Soviet Union. In January 1932 the plan for the first lines was approved, and on 21 March 1933 the Soviet government approved a plan for 10 lines with a total route length of 80 km (50 mi).

 

The first lines were built using the Moscow general plan designed by Lazar Kaganovich, along with his project managers (notably Ivan M. Kuznetsov and, later, Isaac Y. Segal) in the 1930s–1950s, and the Metro was named after him until 1955 (Metropoliten im. L.M. Kaganovicha). The Moscow Metro construction engineers consulted with their counterparts from the London Underground, the world's oldest metro system, in 1936: British architect Charles Holden and administrator Frank Pick had been working on the station developments of the Piccadilly Line extension, and Soviet delegates to London were impressed by Holden's thoroughly modern redeployment of classical elements and use of high-quality materials for the circular ticket hall of Piccadilly Circus, and so engaged Pick and Holden as advisors to Moscow's metro system. Partly because of this connection, the design of Gants Hill tube station, which was completed in 1947, is reminiscent of a Moscow Metro station. Indeed, Holden's homage to Moscow has been described as a gesture of gratitude for the USSR's helpful role in The Second World War.

 

Soviet workers did the labour and the art work, but the main engineering designs, routes, and construction plans were handled by specialists recruited from London Underground. The British called for tunnelling instead of the "cut-and-cover" technique, the use of escalators instead of lifts, the routes and the design of the rolling stock. The paranoia of the NKVD was evident when the secret police arrested numerous British engineers for espionage because they gained an in-depth knowledge of the city's physical layout. Engineers for the Metropolitan-Vickers Electrical Company (Metrovick) were given a show trial and deported in 1933, ending the role of British business in the USSR.

 

First four stages of construction

The first line was opened to the public on 15 May 1935 at 07:00 am. It was 11 kilometres (6.8 mi) long and included 13 stations. The day was celebrated as a technological and ideological victory for socialism (and, by extension, Stalinism). An estimated 285,000 people rode the Metro at its debut, and its design was greeted with pride; street celebrations included parades, plays and concerts. The Bolshoi Theatre presented a choral performance by 2,200 Metro workers; 55,000 colored posters (lauding the Metro as the busiest and fastest in the world) and 25,000 copies of "Songs of the Joyous Metro Conquerors" were distributed. The Moscow Metro averaged 47 km/h (29 mph) and had a top speed of 80 km/h (50 mph). In comparison, New York City Subway trains averaged a slower 25 miles per hour (40 km/h) and had a top speed of 45 miles per hour (72 km/h). While the celebration was an expression of popular joy it was also an effective propaganda display, legitimizing the Metro and declaring it a success.

 

The initial line connected Sokolniki to Okhotny Ryad then branching to Park Kultury and Smolenskaya. The latter branch was extended westwards to a new station (Kiyevskaya) in March 1937, the first Metro line crossing the Moskva River over the Smolensky Metro Bridge.

 

The second stage was completed before the war. In March 1938, the Arbatskaya branch was split and extended to the Kurskaya station (now the dark-blue Arbatsko-Pokrovskaya Line). In September 1938, the Gorkovskaya Line opened between Sokol and Teatralnaya. Here the architecture was based on that of the most popular stations in existence (Krasniye Vorota, Okhotnyi Ryad and Kropotkinskaya); while following the popular art-deco style, it was merged with socialist themes. The first deep-level column station Mayakovskaya was built at the same time.

 

Building work on the third stage was delayed (but not interrupted) during World War II, and two Metro sections were put into service; Teatralnaya–Avtozavodskaya (three stations, crossing the Moskva River through a deep tunnel) and Kurskaya–Partizanskaya (four stations) were inaugurated in 1943 and 1944 respectively. War motifs replaced socialist visions in the architectural design of these stations. During the Siege of Moscow in the fall and winter of 1941, Metro stations were used as air-raid shelters; the Council of Ministers moved its offices to the Mayakovskaya platforms, where Stalin made public speeches on several occasions. The Chistiye Prudy station was also walled off, and the headquarters of the Air Defence established there.

 

After the war ended in 1945, construction began on the fourth stage of the Metro, which included the Koltsevaya Line, a deep part of the Arbatsko-Pokrovskaya line from Ploshchad Revolyutsii to Kievskaya and a surface extension to Pervomaiskaya during the early 1950s. The decoration and design characteristic of the Moscow Metro is considered to have reached its zenith in these stations. The Koltsevaya Line was first planned as a line running under the Garden Ring, a wide avenue encircling the borders of Moscow's city centre. The first part of the line – from Park Kultury to Kurskaya (1950) – follows this avenue. Plans were later changed and the northern part of the ring line runs 1–1.5 kilometres (0.62–0.93 mi) outside the Sadovoye Koltso, thus providing service for seven (out of nine) rail terminals. The next part of the Koltsevaya Line opened in 1952 (Kurskaya–Belorusskaya), and in 1954 the ring line was completed.

 

Stalinist ideals in Metro's history

When the Metro opened in 1935, it immediately became the centrepiece of the transportation system (as opposed to horse-carried barrows still widely used in 1930s Moscow). It also became the prototype, the vision for future Soviet large-scale technologies. The artwork of the 13 original stations became nationally and internationally famous. For example, the Sverdlov Square subway station featured porcelain bas-reliefs depicting the daily life of the Soviet peoples, and the bas-reliefs at the Dynamo Stadium sports complex glorified sports and physical prowess on the powerful new "Homo Sovieticus" (Soviet man). The metro was touted as the symbol of the new social order – a sort of Communist cathedral of engineering modernity.

 

The Metro was also iconic for showcasing Socialist Realism in public art. The method was influenced by Nikolay Chernyshevsky, Lenin's favorite 19th-century nihilist, who stated that "art is no useful unless it serves politics". This maxim sums up the reasons why the stations combined aesthetics, technology and ideology: any plan which did not incorporate all three areas cohesively was rejected.

 

Kaganovich was in charge; he designed the subway so that citizens would absorb the values and ethos of Stalinist civilization as they rode. Without this cohesion, the Metro would not reflect Socialist Realism. If the Metro did not utilize Socialist Realism, it would fail to illustrate Stalinist values and transform Soviet citizens into socialists. Anything less than Socialist Realism's grand artistic complexity would fail to inspire a long-lasting, nationalistic attachment to Stalin's new society.

Socialist Realism was in fact a method, not exactly a style.[31]

Bright future and literal brightness in the Metro of Moscow

The Moscow Metro was one of the USSR's most ambitious architectural projects. The metro's artists and architects worked to design a structure that embodied svet (literally "light", figuratively "radiance" or "brilliance") and svetloe budushchee (a well-lit/radiant/bright future). With their reflective marble walls, high ceilings and grand chandeliers, many Moscow Metro stations have been likened to an "artificial underground sun".

 

This palatial underground environment reminded Metro users their taxes were spent on materializing bright future; also, the design was useful for demonstrating the extra structural strength of the underground works (as in Metro doubling as bunkers, bomb shelters).

 

The chief lighting engineer was Abram Damsky, a graduate of the Higher State Art-Technical Institute in Moscow. By 1930 he was a chief designer in Moscow's Elektrosvet Factory, and during World War II was sent to the Metrostroi (Metro Construction) Factory as head of the lighting shop.[33] Damsky recognized the importance of efficiency, as well as the potential for light as an expressive form. His team experimented with different materials (most often cast bronze, aluminum, sheet brass, steel, and milk glass) and methods to optimize the technology. Damsky's discourse on "Lamps and Architecture 1930–1950" describes in detail the epic chandeliers installed in the Taganskaya Station and the Kaluzhskaia station (Oktyabrskaya nowadays, not to be confused with contemporary "Kaluzhskaya" station on line 6). The work of Abram Damsky further publicized these ideas hoping people would associate the party with the idea of bright future.

 

The Kaluzhskaya Station was designed by the architect [Leonid] Poliakov. Poliakov's decision to base his design on a reinterpretation of Russian classical architecture clearly influenced the concept of the lamps, some of which I planned in collaboration with the architect himself. The shape of the lamps was a torch – the torch of victory, as Polyakov put it... The artistic quality and stylistic unity of all the lamps throughout the station's interior made them perhaps the most successful element of the architectural composition. All were made of cast aluminum decorated in a black and gold anodized coating, a technique which the Metrostroi factory had only just mastered.

 

The Taganskaia Metro Station on the Ring Line was designed in...quite another style by the architects K.S. Ryzhkov and A. Medvedev... Their subject matter dealt with images of war and victory...The overall effect was one of ceremony ... In the platform halls the blue ceramic bodies of the chandeliers played a more modest role, but still emphasised the overall expressiveness of the lamp.

 

— Abram Damsky, Lamps and Architecture 1930–1950

Industrialization

 

Stalin's first five-year plan (1928–1932) facilitated rapid industrialization to build a socialist motherland. The plan was ambitious, seeking to reorient an agrarian society towards industrialism. It was Stalin's fanatical energy, large-scale planning, and resource distribution that kept up the pace of industrialization. The first five-year plan was instrumental in the completion of the Moscow Metro; without industrialization, the Soviet Union would not have had the raw materials necessary for the project. For example, steel was a main component of many subway stations. Before industrialization, it would have been impossible for the Soviet Union to produce enough steel to incorporate it into the metro's design; in addition, a steel shortage would have limited the size of the subway system and its technological advancement.

 

The Moscow Metro furthered the construction of a socialist Soviet Union because the project accorded with Stalin's second five-year plan. The Second Plan focused on urbanization and the development of social services. The Moscow Metro was necessary to cope with the influx of peasants who migrated to the city during the 1930s; Moscow's population had grown from 2.16 million in 1928 to 3.6 million in 1933. The Metro also bolstered Moscow's shaky infrastructure and its communal services, which hitherto were nearly nonexistent.

 

Mobilization

The Communist Party had the power to mobilize; because the party was a single source of control, it could focus its resources. The most notable example of mobilization in the Soviet Union occurred during World War II. The country also mobilized in order to complete the Moscow Metro with unprecedented speed. One of the main motivation factors of the mobilization was to overtake the West and prove that a socialist metro could surpass capitalist designs. It was especially important to the Soviet Union that socialism succeed industrially, technologically, and artistically in the 1930s, since capitalism was at a low ebb during the Great Depression.

 

The person in charge of Metro mobilization was Lazar Kaganovich. A prominent Party member, he assumed control of the project as chief overseer. Kaganovich was nicknamed the "Iron Commissar"; he shared Stalin's fanatical energy, dramatic oratory flare, and ability to keep workers building quickly with threats and punishment. He was determined to realise the Moscow Metro, regardless of cost. Without Kaganovich's managerial ability, the Moscow Metro might have met the same fate as the Palace of the Soviets: failure.

 

This was a comprehensive mobilization; the project drew resources and workers from the entire Soviet Union. In his article, archeologist Mike O'Mahoney describes the scope of the Metro mobilization:

 

A specialist workforce had been drawn from many different regions, including miners from the Ukrainian and Siberian coalfields and construction workers from the iron and steel mills of Magnitogorsk, the Dniepr hydroelectric power station, and the Turkestan-Siberian railway... materials used in the construction of the metro included iron from Siberian Kuznetsk, timber from northern Russia, cement from the Volga region and the northern Caucasus, bitumen from Baku, and marble and granite from quarries in Karelia, the Crimea, the Caucasus, the Urals, and the Soviet Far East

 

— Mike O'Mahoney, Archeological Fantasies: Constructing History on the Moscow Metro

Skilled engineers were scarce, and unskilled workers were instrumental to the realization of the metro. The Metrostroi (the organization responsible for the Metro's construction) conducted massive recruitment campaigns. It printed 15,000 copies of Udarnik metrostroia (Metrostroi Shock Worker, its daily newspaper) and 700 other newsletters (some in different languages) to attract unskilled laborers. Kaganovich was closely involved in the recruitment campaign, targeting the Komsomol generation because of its strength and youth.

 

Later Soviet stations

"Fifth stage" set of stations

The beginning of the Cold War led to the construction of a deep section of the Arbatsko-Pokrovskaya Line. The stations on this line were planned as shelters in the event of nuclear war. After finishing the line in 1953 the upper tracks between Ploshchad Revolyutsii and Kiyevskaya were closed, and later reopened in 1958 as a part of the Filyovskaya Line. The stations, too, were supplied with tight gates and life-sustenance systems to function as proper nuclear shelters.

 

In the further development of the Metro the term "stages" was not used any more, although sometimes the stations opened in 1957–1959 are referred to as the "fifth stage".

 

During the late 1950s and throughout the 1960s, the architectural extravagance of new Metro stations was decisively rejected on the orders of Nikita Khrushchev. He had a preference for a utilitarian "minimalism"-like approach to design, similar to Brutalism style. The idea behind the rejection was similar to one used to create Khrushchyovkas: cheap yet easily mass-produced buildings. Stations of his era, as well as most 1970s stations, were simple in design and style, with walls covered with identical square ceramic tiles. Even decorations at the Metro stations almost finished at the time of the ban (such as VDNKh and Alexeyevskaya) got their final decors simplified: VDNKh's arcs/portals, for example, got plain green paint to contrast with well-detailed decorations and pannos around them.

 

A typical layout of the cheap shallow-dug metro station (which quickly became known as Sorokonozhka – "centipede", from early designs with 40 concrete columns in two rows) was developed for all new stations, and the stations were built to look almost identical, differing from each other only in colours of the marble and ceramic tiles. Most stations were built with simpler, cheap technology; this resulted in utilitarian design being flawed in some ways. Some stations such as adjacent Rechnoi Vokzal and Vodny Stadion or sequiential Leninsky Prospect, Akadmicheskaya, Profsoyuznaya and Novye Cheryomushki would have a similar look due to the extensive use of same-sized white or off-white ceramic tiles with hard-to-feel differences.

 

Walls with cheap ceramic tiles were susceptible to train-related vibration: some tiles would eventually fall off and break. It was not always possible to replace the missing tiles with the ones of the exact color and tone, which eventually led to variegated parts of the walls.

 

Metro stations of late USSR

The contrasting style gap between the powerfully decorated stations of Moscow's center and the spartan-looking stations of the 1960s was eventually filled. In the mid-1970s the architectural extravagance was partially restored. However, the newer design of shallow "centipede" stations (now with 26 columns, more widely spaced) continued to dominate. For example, Kaluzhskaya "centipede" station from 1974 (adjacent to Novye Cheryomushki station) features non-flat tiles (with 3D effect utilized), and Medvedkovo from 1978 features complex decorations.

 

1971 station Kitay-Gorod ("Ploshchad Nogina" at the time) features cross-platform interchange (Line 6 and line 7). Although built without "centipede" design or cheap ceramic tiles, the station utilizes near-grayscale selection of colors. It is to note the "southbound" and "northbound" halls of the station have identical look.

 

Babushkinskaya station from 1978 is a no-column station (similar to Biblioteka Imeni Lenina from 1935). 1983 Chertanovskaya station has resemblance to Kropotkinskaya (from 1935). Some stations, such as the deep-dug Shabolovskaya (1980), have the near-tunnel walls decorated with metal sheets, not tiles. Tyoply Stan features a theme related to the name and the location of the station ("Tyoply Stan" used to literally mean warm area): its walls are covered in brick-colored ribbed panes, which look like radiators).

 

Downtown area got such stations as Borovitskaya (1986), with uncovered red bricks and gray, concrete-like colors accompanying a single gold-plated decorative pane known as "Tree of peoples' of USSR" or additional station hall for Tretyakovskaya to house cross-platform interchange system between line 6 and line 8. To this day, Tretyakovskaya metro station consists of two contrasting halls: brutalism-like 1971 hall and custom design hall reminiscent of Tretyakovskaya Galereya from 1986.

 

Post-USSR stations of the modern Russian Federation

Metro stations of the 1990s and 2000s vary in style, but some of the stations seem to have their own themes:

 

Ulitsa Akademika Yangelya station used to feature thick orange neon lamp-like sodium lights instead of regular white lights.

Park Pobedy, the deepest station of the Moscow Metro, was built in 2003; it features extensive use of dark orange polished granite.

Slavyansky Bulvar station utilizes a plant-inspired theme (similar to "bionic style").

The sleek variant of aforementioned bionic style is somewhat represented in various Line 10 stations.

Sretensky Bulvar station of line 10 is decorated with paintings of nearby memorials and locations.

Strogino station has a theme of huge eye-shaped boundaries for lights; with "eyes" occupying the station's ceiling.

Troparyovo (2014) features trees made of polished metal. The trees hold the station's diamond-shaped lights. The station, however, is noticeably dim-lit.

Delovoy Tsentr (2016, MCC, overground station) has green tint.

Lomonosovsky Prospekt (Line 8A) is decorated with various equations.

Olkhovaya (2019) uses other plant-inspired themes (ольха noun means alder) with autumn/winter inspired colours.

Kosino (2019) uses high-tech style with the addition of thin LED lights.

Some bleak, bland-looking "centipedes" like Akademicheskaya and Yugo-Zapadnaya have undergone renovations in the 21st century (new blue-striped white walls on Akademicheskaya, aqualine glassy, shiny walls on Yugo-Zapadnaya).

 

Moscow Central Circle urban railway (Line 14)

A new circle metro line in Moscow was relatively quickly made in the 2010s. The Moscow Central Circle line (Line 14) was opened for use in September 2016 by re-purposing and upgrading the Maloe ZheleznoDorozhnoe Kol'tso. A proposal to convert that freight line into a metropolitan railway with frequent passenger service was announced in 2012. The original tracks had been built in pre-revolutionary Moscow decades before the creation of Moscow Metro; the tracks remained in place in one piece as a non-electrified line until the 21st century. Yet the circle route was never abandoned or cut. New track (along the existing one) was laid and all-new stations were built between 2014 and 2016. MCC's stations got such amenities as vending machines and free water closets.

 

Line 14 is operated by Russian Railways and uses full-sized trains (an idea, somewhat similar to S-Train). The extra resemblance to an S-Train line is, the 1908 line now connects modern northern residential districts to western and southern downtown area, with a station adjacent to Moscow International Business Center.

 

There is a noticeable relief of congestion, decrease in usage of formerly overcrowded Koltsevaya line since the introduction of MCC. To make line 14 attractive to frequent Koltsevaya line interchanges users, upgrades over regular comfort of Moscow Metro were made. Use of small laptops/portable video playing devices and food consumption from tupperwares and tubs was also improved for Line 14: the trains have small folding tables in the back of nearly every seat, while the seats are facing one direction like in planes or intercity buses - unlike side-against-side sofas typical for Metro.

 

Unlike MCD lines (D1, D2 etc.) MCC line accepts "unified" tickets and "Troika" cards just like Moscow Metro and buses of Moscow do. Free transfers are permitted between the MCC and the Moscow Metro if the trip before the transfer is less than 90 minutes. It's made possible by using same "Ediny", literally "unified" tickets instead of printing "paper tickets" used at railroads.

 

To interchange to line 14 for free, passenger must keep their freshly used ticket after entering Moscow Metro to apply it upon entering any line 14 station (and vice versa, keep their "fresh" ticket to enter underground Metro line after leaving Line 14 for an interchange).

 

MCD (D lines)

In 2019, new lines of Russian Railways got included in the map of Metro as "line D1" and "line D2". Unlike Line 14, the MCD lines actually form S-Train lines, bypassing the "vokzals", terminus stations of respective intercity railways. Line D3 is planned to be launched in August 2023, while D4 will be launched in September of that year. The schedule for the development of the infrastructure of the Central Transport Hub in 2023 was signed by the Moscow Mayor Sergei Sobyanin and the head of Russian Railways Oleg Belozerov in December 2022.

 

As for the fees, MCD accepts Moscow's "Troika" cards. Also, every MCD station has printers which print "station X – station Y" tickets on paper. Users of the D lines must keep their tickets until exiting their destination stations: their exit terminals require a valid "... to station Y" ticket's barcode.

 

Big Circle Line (line 11)

After upgrading the railway from 1908 to a proper Metro line, the development of another circle route was re-launched, now adjusted for the pear-shaped circle route of line #14.

 

Throughout the late 2010s, Line 11 was extended from short, tiny Kakhovskaya line to a half-circle (from Kakhovskaya to Savyolovskaya). In early 2023, the circle was finished.

 

Similarly made Shelepikha, Khoroshovskaya, CSKA and Petrovsky Park stations have lots of polished granite and shiny surfaces, in contrast to Soviet "centipedes". Throughout 2018–2021, these stations were connected to line 8A.

Narodnoye Opolcheniye (2021) features lots of straight edges and linear decorations (such as uninterrupted "three stripes" style of the ceiling lights and rectangular columns).

As for the spring of 2023, the whole circle route line is up and running, forming a circle stretching to the southern near-MKAD residential parts of the city (Prospekt Vernadskogo, Tekstilshchiki) as opposed to the MCC's stretching towards the northern districts of Moscow. In other words, it "mirrors" Line 14 rather than forming a perfect circle around the city centre. While being 70 km long, the line is now the longest subway line in the world, 13 kilometres ahead of the previous record holder - the line 10 of Beijing Subway.

 

Expansions

GIF-animated scheme of Moscow Metro growth (1935-2019)

Since the turn of the 2nd millennium several projects have been completed, and more are underway. The first was the Annino-Butovo extension, which extended the Serpukhovsko-Timiryazevskaya Line from Prazhskaya to Ulitsa Akademika Yangelya in 2000, Annino in 2001 and Bulvar Dmitriya Donskogo in 2002. Its continuation, an elevated Butovskaya Line, was inaugurated in 2003. Vorobyovy Gory station, which initially opened in 1959 and was forced to close in 1983 after the concrete used to build the bridge was found to be defective, was rebuilt and reopened after many years in 2002. Another recent project included building a branch off the Filyovskaya Line to the Moscow International Business Center. This included Vystavochnaya (opened in 2005) and Mezhdunarodnaya (opened in 2006).

 

The Strogino–Mitino extension began with Park Pobedy in 2003. Its first stations (an expanded Kuntsevskaya and Strogino) opened in January 2008, and Slavyansky Bulvar followed in September. Myakinino, Volokolamskaya and Mitino opened in December 2009. Myakinino station was built by a state-private financial partnership, unique in Moscow Metro history. A new terminus, Pyatnitskoye Shosse, was completed in December 2012.

 

After many years of construction, the long-awaited Lyublinskaya Line extension was inaugurated with Trubnaya in August 2007 and Sretensky Bulvar in December of that year. In June 2010, it was extended northwards with the Dostoyevskaya and Maryina Roscha stations. In December 2011, the Lyublinskaya Line was expanded southwards by three stations and connected to the Zamoskvoretskaya Line, with the Alma-Atinskaya station opening on the latter in December 2012. The Kalininskaya Line was extended past the Moscow Ring Road in August 2012 with Novokosino station.

 

In 2011, works began on the Third Interchange Contour that is set to take the pressure off the Koltsevaya Line. Eventually the new line will attain a shape of the second ring with connections to all lines (except Koltsevaya and Butovskaya).

 

In 2013, the Tagansko-Krasnopresnenskaya Line was extended after several delays to the south-eastern districts of Moscow outside the Ring Road with the opening of Zhulebino and Lermontovsky Prospekt stations. Originally scheduled for 2013, a new segment of the Kalininskaya Line between Park Pobedy and Delovoy Tsentr (separate from the main part) was opened in January 2014, while the underground extension of Butovskaya Line northwards to offer a transfer to the Kaluzhsko-Rizhskaya Line was completed in February. Spartak, a station on the Tagansko-Krasnopresnenskaya Line that remained unfinished for forty years, was finally opened in August 2014. The first stage of the southern extension of the Sokolnicheskaya Line, the Troparyovo station, opened in December 2014.

 

Current plans

In addition to major metro expansion the Moscow Government and Russian Railways plans to upgrade more commuter railways to a metro-style service, similar to the MCC. New tracks and stations are planned to be built in order to achieve this.

 

Stations

The deep stations comprise 55 triple-vaulted pylon stations, 19 triple-vaulted column stations, and one single-vault station. The shallow stations comprise 79 spanned column stations (a large portion of them following the "centipede" design), 33 single-vaulted stations (Kharkov technology), and four single-spanned stations. In addition, there are 12 ground-level stations, four elevated stations, and one station (Vorobyovy Gory) on a bridge. Two stations have three tracks, and one has double halls. Seven of the stations have side platforms (only one of which is subterranean). In addition, there were two temporary stations within rail yards.

 

The stations being constructed under Stalin's regime, in the style of socialist classicism, were meant as underground "palaces of the people". Stations such as Komsomolskaya, Kiyevskaya or Mayakovskaya and others built after 1935 in the second phase of the evolution of the network are tourist landmarks: their photogenic architecture, large chandeliers and detailed decoration are unusual for an urban transport system of the twentieth century.

 

The stations opened in the 21st century are influenced by an international and more neutral style with improved technical quality.

 

Rolling stock

Since the beginning, platforms have been at least 155 metres (509 ft) long to accommodate eight-car trains. The only exceptions are on the Filyovskaya Line: Vystavochnaya, Mezhdunarodnaya, Studencheskaya, Kutuzovskaya, Fili, Bagrationovskaya, Filyovsky Park and Pionerskaya, which only allows six-car trains (note that this list includes all ground-level stations on the line, except Kuntsevskaya, which allows normal length trains).

 

Trains on the Zamoskvoretskaya, Kaluzhsko-Rizhskaya, Tagansko-Krasnopresnenskaya, Kalininskaya, Solntsevskaya, Bolshaya Koltsevaya, Serpukhovsko-Timiryazevskaya, Lyublinsko-Dmitrovskaya and Nekrasovskaya lines have eight cars, on the Sokolnicheskaya line seven or eight cars, on the original Koltsevaya line seven cars, and on the Filyovskaya line six cars. The Arbatsko-Pokrovskaya line also once ran seven-car 81-717 size trains, but now use five-car trains of another type. Butovskaya line uses three-car trains of another type.

 

Dimensions have varied subtly, but for the most cars fit into the ranges of 19–20 metres (62 ft 4 in – 65 ft 7 in) long and 2.65–2.7 metres (8 ft 8+3⁄8 in – 8 ft 10+1⁄4 in) wide with 4 doors per side. The 81-740/741 Rusich deviates greatly from this, with a 3-car Rusich being roughly 4 normal cars and a 5-car Rusich being 7 normal cars.

 

Trains in operation

Currently, the Metro only operates 81-style trains.

 

Rolling stock on several lines was replaced with articulated 81-740/741 Rusich trains, which were originally designed for light rail subway lines. The Butovskaya Line was designed by different standards, and has shorter (96-metre (315 ft) long) platforms. It employs articulated 81-740/741 trains, which consist of three cars (although the line can also use traditional four-car trains).

 

On the Moscow Monorail, Intamin P30 trains are used, consisting of six short cars. On the Moscow Central Circle, which is a route on the conventional railway line, ES2G Lastochka trains are used, consisting of five cars.

 

Ticketing

Moscow Metro underground has neither "point A – point B" tariffs nor "zone" tariffs. Instead, it has a fee for a "ride", e.g. for a single-time entry without time or range limit. The exceptions "only confirm the rule": the "diameters" (Dx lines) and the Moscow Central Circle (Line 14) are Russian Railways' lines hence the shared yet not unified tariff system.

 

As for October 2021, one ride costs 60 rubles (approx. 1 US dollar). Discounts (up to 33%) for individual rides are available upon buying rides "in bulk" (buying multiple-trip tickets (such as twenty-trip or sixty-trip ones)), and children under age seven can travel free (with their parents). Troika "wallet" (a card, similar to Japanese Suica card) also offers some discounts for using the card instead of queueing a line for a ticket. "Rides" on the tickets available for a fixed number of trips, regardless of distance traveled or number of transfers.

 

An exception in case of MCC e.g. Line 14: for a free interchange, one should interchange to it/from it within 90 minutes after entering the Metro. However, one can ride it for hours and use its amenities without leaving it.

There are tickets without "rides" as well: – a 24-hour "unified" ticket (265 rub in 2022), a 72-hour ticket, a month-long ticket, and a year-long ticket.

 

Fare enforcement takes place at the points of entry. Once a passenger has entered the Metro system, there are no further ticket checks – one can ride to any number of stations and make transfers within the system freely. Transfers to other public-transport systems (such as bus, tram, trolleybus/"electrobus") are not covered by the very ride used to enter Metro. Transfer to monorail and MCC is a free addition to the ride (available up to 90 minutes after entering a metro station).

 

In modern Metro, turnstiles accept designated plastic cards ("Troika", "social cards") or disposable-in-design RFID chip cardboard cards. Unlimited cards are also available for students at reduced price (as of 2017, 415 rubles—or about $US6—for a calendar month of unlimited usage) for a one-time cost of 70 rubles. Transport Cards impose a delay for each consecutive use; i.e. the card can not be used for 7 minutes after the user has passed a turnstile.

 

History of smart ticketing

Soviet era turnstiles simply accepted N kopeck coins.

 

In the early years of Russian Federation (and with the start of a hyperinflation) plastic tokens were used. Disposable magnetic stripe cards were introduced in 1993 on a trial basis, and used as unlimited monthly tickets between 1996 and 1998. The sale of tokens ended on 1 January 1999, and they stopped being accepted in February 1999; from that time, magnetic cards were used as tickets with a fixed number of rides.

 

On 1 September 1998, the Moscow Metro became the first metro system in Europe to fully implement "contactless" smart cards, known as Transport Cards. Transport Cards were the card to have unlimited amount of trips for 30, 90 or 365 days, its active lifetime was projected as 3½ years. Defective cards were to be exchanged at no extra cost.

 

In August 2004, the city government launched the Muscovite's Social Card program. Social Cards are free smart cards issued for the elderly and other groups of citizens officially registered as residents of Moscow or the Moscow region; they offer discounts in shops and pharmacies, and double as credit cards issued by the Bank of Moscow. Social Cards can be used for unlimited free access to the city's public-transport system, including the Moscow Metro; while they do not feature the time delay, they include a photograph and are non-transferable.

Since 2006, several banks have issued credit cards which double as Ultralight cards and are accepted at turnstiles. The fare is passed to the bank and the payment is withdrawn from the owner's bank account at the end of the calendar month, using a discount rate based on the number of trips that month (for up to 70 trips, the cost of each trip is prorated from current Ultralight rates; each additional trip costs 24.14 rubles). Partner banks include the Bank of Moscow, CitiBank, Rosbank, Alfa-Bank and Avangard Bank.

In January 2007, Moscow Metro began replacing limited magnetic cards with contactless disposable tickets based on NXP's MIFARE Ultralight technology. Ultralight tickets are available for a fixed number of trips in 1, 2, 5, 10, 20 and 60-trip denominations (valid for 5 or 90 days from the day of purchase) and as a monthly ticket, only valid for a selected calendar month and limited to 70 trips. The sale of magnetic cards ended on 16 January 2008 and magnetic cards ceased to be accepted in late 2008, making the Moscow metro the world's first major public-transport system to run exclusively on a contactless automatic fare-collection system.

 

On 2 April 2013, Moscow Transport Department introduced a smartcard-based transport electronic wallet, named Troika. Three more smart cards have been launched:

 

Ediniy's RFID-chip card, a "disposable"-design cardboard card for all city-owned public transport operated by Mosgortrans and Moscow Metro;

90 minutes card, an unlimited "90-minute" card

and TAT card for surface public transport operated by Mosgortrans.

One can "record" N-ride Ediniy ticket on Troika card as well in order to avoid carrying the easily frayed cardboard card of Ediniy for weeks (e.g. to use Troika's advanced chip). The turnstiles of Moscow Metro have monochrome screens which show such data as "money left" (if Troika is used as a "wallet"), "valid till DD.MM.YYYY" (if a social card is used) or "rides left" (if Ediniy tariff ticket is used).

 

Along with the tickets, new vending machines were built to sell tickets (1 or 2 rides) and put payments on Troika cards. At that time, the machines were not accepting contactless pay. The same machines now have tiny terminals with keypads for contactless payments (allowing quick payment for Troika card).

 

In 2013, as a way to promote both the "Olympic Games in Sochi and active lifestyles, Moscow Metro installed a vending machine that gives commuters a free ticket in exchange for doing 30 squats."

 

Since the first quarter of 2015, all ticket windows (not turnstiles) at stations accept bank cards for fare payment. Passengers are also able to pay for tickets via contactless payment systems, such as PayPass technology. Since 2015, fare gates at stations accept mobile ticketing via a system which the Metro calls Mobilny Bilet (Мобильный билет) which requires NFC-handling smartphone (and a proper SIM-card). The pricing is the same as Troika's. Customers are able to use Mobile Ticket on Moscow's surface transport. The Moscow Metro originally announced plans to launch the mobile ticketing service with Mobile TeleSystems (MTS) in 2010.

 

In October 2021, the Moscow Metro became the first metro system in the world to offer Face-Pay to their customers. In order to use this system, passengers will need to connect their photo, bank card and metro card to the service through the metro’s mobile app. For this purpose, the metro authorities plan to equip over 900 turnstiles in over 240 stations with biometric scanners. This enables passengers to pay for their ride without taking out their phone, metro or bank card and therefore increasing passenger flow at the station entrances. In 2022, Face-Pay was used over 32 million times over the course of the year.

 

Notable incidents

1977 bombing

On 8 January 1977, a bomb was reported to have killed 7 and seriously injured 33. It went off in a crowded train between Izmaylovskaya and Pervomayskaya stations. Three Armenians were later arrested, charged and executed in connection with the incident.

 

1981 station fires

In June 1981, seven bodies were seen being removed from the Oktyabrskaya station during a fire there. A fire was also reported at Prospekt Mira station about that time.

 

1982 escalator accident

Escalator accident in 1982

A fatal accident occurred on 17 February 1982 due to an escalator collapse at the Aviamotornaya station on the Kalininskaya Line. Eight people were killed and 30 injured due to a pileup caused by faulty emergency brakes.

 

1996 murder

In 1996, an American-Russian businessman Paul Tatum was murdered at the Kiyevskaya Metro station. He was shot dead by a man carrying a concealed Kalashnikov gun.

 

2000 bombings

On 8 August 2000, a strong blast in a Metro underpass at Pushkinskaya metro station in the center of Moscow claimed the lives of 12, with 150 injured. A homemade bomb equivalent to 800 grams of TNT had been left in a bag near a kiosk.

 

2004 bombings

August 2004 Moscow Metro bombing

On 6 February 2004, an explosion wrecked a train between the Avtozavodskaya and Paveletskaya stations on the Zamoskvoretskaya Line, killing 41 and wounding over 100. Chechen terrorists were blamed. A later investigation concluded that a Karachay-Cherkessian resident had carried out a suicide bombing. The same group organized another attack on 31 August 2004, killing 10 and injuring more than 50 others.

 

2005 Moscow blackout

On 25 May 2005, a citywide blackout halted operation on some lines. The following lines, however, continued operations: Sokolnicheskaya, Zamoskvoretskaya from Avtozavodskaya to Rechnoy Vokzal, Arbatsko-Pokrovskaya, Filyovskaya, Koltsevaya, Kaluzhsko-Rizhskaya from Bitsevskiy Park to Oktyabrskaya-Radialnaya and from Prospekt Mira-Radialnaya to Medvedkovo, Tagansko-Krasnopresnenskaya, Kalininskaya, Serpukhovsko-Timiryazevskaya from Serpukhovskaya to Altufyevo and Lyublinskaya from Chkalovskaya to Dubrovka. There was no service on the Kakhovskaya and Butovskaya lines. The blackout severely affected the Zamoskvoretskaya and Serpukhovsko-Timiryazevskaya lines, where initially all service was disrupted because of trains halted in tunnels in the southern part of city (most affected by the blackout). Later, limited service resumed and passengers stranded in tunnels were evacuated. Some lines were only slightly impacted by the blackout, which mainly affected southern Moscow; the north, east and western parts of the city experienced little or no disruption.

 

2006 billboard incident

On 19 March 2006, a construction pile from an unauthorized billboard installation was driven through a tunnel roof, hitting a train between the Sokol and Voikovskaya stations on the Zamoskvoretskaya Line. No injuries were reported.

 

2010 bombing

On 29 March 2010, two bombs exploded on the Sokolnicheskaya Line, killing 40 and injuring 102 others. The first bomb went off at the Lubyanka station on the Sokolnicheskaya Line at 7:56, during the morning rush hour. At least 26 were killed in the first explosion, of which 14 were in the rail car where it took place. A second explosion occurred at the Park Kultury station at 8:38, roughly forty minutes after the first one. Fourteen people were killed in that blast. The Caucasus Emirate later claimed responsibility for the bombings.

 

2014 pile incident

On 25 January 2014, at 15:37 a construction pile from a Moscow Central Circle construction site was driven through a tunnel roof between Avtozavodskaya and Kolomenskaya stations on the Zamoskvoretskaya Line. The train operator applied emergency brakes, and the train did not crash into the pile. Passengers were evacuated from the tunnel, with no injures reported. The normal line operation resumed the same day at 19:50.

 

2014 derailment

On 15 July 2014, a train derailed between Park Pobedy and Slavyansky Bulvar on the Arbatsko-Pokrovskaya Line, killing 24 people and injuring dozens more.

 

Metro-2

Main article: Metro-2

Conspiracy theorists have claimed that a second and deeper metro system code-named "D-6", designed for emergency evacuation of key city personnel in case of nuclear attack during the Cold War, exists under military jurisdiction. It is believed that it consists of a single track connecting the Kremlin, chief HQ (General Staff –Genshtab), Lubyanka (FSB Headquarters), the Ministry of Defense and several other secret installations. There are alleged to be entrances to the system from several civilian buildings, such as the Russian State Library, Moscow State University (MSU) and at least two stations of the regular Metro. It is speculated that these would allow for the evacuation of a small number of randomly chosen civilians, in addition to most of the elite military personnel. A suspected junction between the secret system and the regular Metro is supposedly behind the Sportivnaya station on the Sokolnicheskaya Line. The final section of this system was supposedly completed in 1997.

 

In popular culture

The Moscow Metro is the central location and namesake for the Metro series, where during a nuclear war, Moscow's inhabitants are driven down into the Moscow Metro, which has been designed as a fallout shelter, with the various stations being turned into makeshift settlements.

 

In 2012, an art film was released about a catastrophe in the Moscow underground.

BP12 is starting it's journey to the UP at Proviso and it's rather challenged in the length department, only 10 cars, the coils from Burns Harbor must have missed their train. 2163 is leading the train through CP Harvey, which is not actually in Harvey, but in Dixmoor.

The Thing from Another World 1951

Watch the skies, everywhere! Keep looking. Keep watching the skies!

—Ned “Scotty” Scott

 

www.popscreen.com/v/7aMWr/The-Thing-from-Another-World Full Feature

www.youtube.com/v/T5xcVxkTZzM Trailer

This is one of the major classics of 50s sci fi movies. Released in April of 1951, it was the first full-length film to feature a flying saucer from outer space, which carried a hostile alien. The budget and the effects are typical B-grade stuff, but the acting and pacing are well above the usual B levels. Kenneth Toby and Margaret Sheriden star. James Arness (more known for his westerns) plays The Thing.

Howard Hawks' early foray into the science fiction genre took advantage of the anti-communist feelings of the time to help enhance the horror elements of the story. McCarthyism and the Korean War added fuel to the notion of Americans stalked by a force which was single of mind and "devoid of morality." But in the end, it is American soldiers and scientists who triumph over the evil force - or the monster in the case of this film. Even today, this is considered one of the best of the genre.

Film review by Jeff Flugel. June 2013

There's not a lot new or particularly insightful I can offer when it comes to discussing the seminal sci-fi flick, The Thing from Another World that hasn't been written about ad naseum elsewhere. One of the most famous and influential of all 1950s creature features, it kicked off more than a decade of alien invasion and bug-eyed monster movie mayhem, inspired a host of future filmmakers (one of whom, John Carpenter, would go on to direct his own version of the story in 1982), and remains one of the best-written and engaging films of its kind.

Loosely (and I do mean loosely) adapted from John W. Campbell's novella, "Who Goes There?," The Thing is legendary director Howard Hawks' lone foray into the science fiction/ horror genres, but it fits comfortably into his filmography, featuring as it does Hawks' favorite themes: a group of tough professionals doing their job with ease, good-humored banter and practiced finesse; a bit of romance with a gutsy dame who can easily hold her own with the boys; and lots of overlapping, razor-sharp dialogue. Featuring a script by Charles Lederer and an uncredited Ben Hecht, The Thing is easily the most spryly written and funniest of all 50s monster movies. In fact, it's this sharpness in the scripting, and the extremely likeable ensemble cast of characters, rather than the now-familiar story and somewhat unimaginative monster design, that makes the film still feel fresh and modern to this day.

There's likely few people out there reading this who don't know the story of The Thing like the back of their hand, but here goes...When an unidentified aircraft crashes close to a remote research station near the North Pole, Captain Pat Hendry (Kenneth Tobey, in the role of his career) and his squad are dispatched there to investigate. Dr. Carrington (Robert Cornthwaite) heads the scientific contingent there, and he informs Hendry that he thinks the downed craft is possibly "not of this earth." A joint team of soldiers and scientists head out to the crash site and find an actual, honest-to-goodness flying saucer lying buried under the ice.

The spaceship is destroyed while the men try to melt the ice around it with thermite bombs, but they find a lone, 8-foot-tall extraterrestrial occupant frozen nearby and bring the body back to the outpost in a block of ice. Dr. Carrington and his crew of eggheads want to study the thing, but Hendry is adamant that it should be kept as is until he gets word from his superior in Anchorage, General Fogerty. It wouldn't be a monster movie without something going pear-shaped, of course, and before you know it, a careless mistake results in the creature being thawed out of his iceberg coffin and going on a bit of a rampage, taking out a number of sled dogs and a few unsuspecting scientists along the way. The rest of the film details the tense battle between the surviving humans and the coldly intelligent, remorseless alien invader, which seems virtually unkillable, impregnable to cold, bullets and fire...

The set-up for the film, and how everything eventually plays out, might seem overly familiarly nowadays, but in 1951, this was cutting-edge stuff, at least in cinemas. The Thing plays as a veritable blueprint of how to make a compelling "alien monster-on-the-loose" movie. Howard Hawks not being particularly well-versed, or even interested in, science fiction per se likely worked to its benefit, as he ended up making, as he so often did in his other films, what is first-and-foremost a well-oiled entertainment, rather than simply a genre exercise.

Typical of a Hawks film, The Thing is meticulously designed, composed and shot, but in such a way as to appear offhand. Hawks almost never went in for showy camera angles or flashy effects. His technique was nearly invisible; he just got on with telling the story, in the most straightforward, unfussy way. But this easy, seemingly effortless style was very carefully considered, by a shrewd and knowing mind. As Bill Warren, author of one of the best (and certainly most encyclopedic) books about 1950s sci-fi filmmaking, Keep Watching the Skies, notes in his detailed analysis of the film:

As most good movies do, The Thing works in two areas: sight and sound. The locale is a cramped, tunnel-like base; the men are confined within, the Thing can move freely outdoors in the cold. Compositions are often crowded, with more people in the shot than seems comfortable, reinforcing the idea of confinement After the Thing escapes, only the alien itself is seen standing and moving alone.

This feeling of a cold, hostile environment outside the base is constantly reinforced throughout the film, and a real tension mounts when, towards the climax, the highly intelligent Thing, itself immune to the subzero arctic conditions, turns off the compound's heating, knowing the humans inside will quickly die without it. (The freaky, otherworldly theremin-flavored music by Dimitri Tiomkin adds a lot to the eerie atmosphere here.)

As groundbreaking and well-structured as the plot of The Thing was (and is), what makes the film play so well today is the great script and the interaction of a bunch of seasoned character actors, who toss off both exposition and pithy bon mots in such a low-key, believable manner. This is a truly ensemble movie, and the fact that it doesn't feature any big name stars really adds to the overall effect; no one really hogs all the limelight or gets the lion's share of good lines. Hawks was a director who usually worked with the biggest names in the business, but, much as in the earlier Air Force, he was equally at home working with a cast of rock-solid character actors.

All this talk of Howard Hawks as director, when it's actually Christian Nyby who is credited with the job, has long been a source of speculation with fans of the film. Todd McCarthy, in his bio Howard Hawks: The Grey Fox of Hollywood, seems to clear the issue up once and for all (though really, after viewing enough Hawks films, the results speak for themselves):

The perennial question surrounding The Thing From Another World has always been, Who actually directed it, Christian Nyby or Howard Hawks? The sum of participants' responses make the answer quite clear. Putting it most bluntly, (associate producer) Ed Lasker said "Chris Nyby didn't direct a thing. One day Howard was late and Chris said,'Why don't we get started? I know what the shot should be.' And I said, 'No, Chris, I think we'll wait until Howard gets here." Ken Tobey testified, "Chris Nyby directed one scene. Howard Hawks was there, but he let Chris direct one scene. We all rushed into a room, eight or ten of us, and we practically knocked each other over. No one knew what to do." Dewey Martin, Robert Cornthwaite and Richard Keinen all agreed that Hawks was the director, and Bill Self said, "Chris Nyby was a very nice, decent fellow, but he wasn't Howard Hawks."

Nyby had been Hawks' editor on a number of films, and Hawks apparently decided to help his collaborator establish a name for himself by allowing him directorial credit on the film. This seemingly altruistic gesture didn't mean that Hawks wasn't involved in virtually every aspect of the making of the film, however, and ultimately, The Thing did little for Nyby's directing career, at least on the big screen (he did go on to a long and busy career directing for numerous television programs, however.)

Bill Self was told at the time that Hawks didn't take directing credit on The Thing because it was planned as a low-budget film, one in which RKO didn't have much confidence. But, as critics have been saying ever since it was released, The Thing is a Howard Hawks film in everything but name. The opening scene of various members of the team bantering is so distilled as to be a virtual parody of Hawksian overlapping dialogue. Even more than Only Angels Have Wings, the picture presents a pristine example of a group operating resourcefully in a hermetically sealed environment in which everything in the outside world represents a grave threat. (3)

In addition to all the masculine camaraderie and spooky goings-on, one of the best aspects of The Thing is the fun, charming little tease of a romance between Capt. Hendry and Nikki (top-billed Margaret Sheridan). Nikki works as Prof. Carrington's assistant and is not merely the requisite "babe" in the film. True to the Hawksian norm, she's no pushover when it comes to trading insults with the men, nor a shrinking violet when up to her neck in perilous situations. Unlike most actresses in 50s monster movies, she doesn't utter a single scream in The Thing

and in fact, it's her practical suggestion which gives Bob, Hendry's ever-resourceful crew chief (Dewey Martin), the notion of how to finally kill the monster. Lederer and Hecht's screenplay hints at the backstory to Nikki and Pat's relationship in humorous and oblique ways, and their flirtation amidst all the chaos adds sparkle to the film but never gets in the way of the pace of the story. One nice little throwaway exchange near the finale encapsulates their verbal give-and-take, as Nikki playfully pokes the temporarily-befuddled Hendry, as his men scurry about, setting Bob's plan in motion.

Nikki: Looks as if the situation's well in hand.

Hendry: I've given all the orders I'm gonna give.

Nikki: If I thought that were true, I'd ask you to marry me.

Sheridan, a former model signed to a 5-year contract by Hawks, is quite good here, but after The Thing her career never really caught fire and she retired from acting a few years later. The closest thing to a star turn in the film is Kenneth Tobey as Capt. Hendry. Tobey racked up an impressive number of credits throughout his nearly 50-year-long career, generally as gruff, competent military men or similar types, and he was always good value, though it's as Capt. Hendry in The Thing that he truly shines. He consistently humanizes the no-nonsense, take charge man of action Hendry by displaying an easygoing approach to command. Most of Hendry's men call him by his first name, and delight in ribbing him about his budding romance with Nikki, and he responds to all this joshing in kind. When things get hairy, Tobey's Hendry doesn't have to bark his orders; it's clear that, despite the friendly banter, his men hold him in high esteem and leap to do his bidding at a moment's notice.

Many of the other members of the cast, while none of them ever became household names, will likely be recognizable from countless other roles in both film and television. Hawks gave Dewey Martin co-star billing in The Big Sky a few years later. Robert Cornthwaite kept busy for decades on stage and television, as well as in supporting roles in films such as Monkey Business, Kiss Me Deadly and Whatever Happened to Baby Jane? John Dierkes (Dr. Chapman) and Douglas Spencer (Scotty) both had juicy roles in the western classic Shane, as well as many other movies too numerous to name. Sharp-eyed viewers will also recognize Eduard Franz, Paul Frees (he of the famous voice) and Groucho Marx's right-hand man on You Bet Your Life, George Fenneman, in pivotal roles. And of course we mustn't forget 6' 7" James Arness (years before becoming renowned as Marshall Matt Dillon on Gunsmoke) as the hulking Thing.

A quick note on the "remake": John Carpenter's The Thing (1982), a bleak, grisly and brilliant take on the story, was a box-office dud when first released, but has since attained well-deserved status as a modern classic. While most fans seem divided into two camps - those who love the more restrained, old-fashioned thrills of the original, and those who prefer the more visceral, paranoiac Carpenter version - I happen to treasure both films equally and revisit each of them often. The Carpenter version is by far the gutsier, unsettling one, emphasizing as it does the "trust no one," shape-shifting "the alien is one of us" scenario imagined by John W. Campbell, but the Hawks' film is the most fun, with a far more likeable array of characters, working together to defeat an implacable menace. Each has its own clear merits. I wouldn't want to do without either film, and frankly see no need to choose one over the other.

"Every one of you listening to my voice...tell the world. Tell this to everybody, wherever they are: Watch the skies. Everywhere. Keep looking. Keep watching the skies.”

Acting Credits

Margaret Sheridan - Nikki Nicholson

Kenneth Tobey - Captain Patrick Hendrey

Robert Cornthwaite - Professor Carrington

Dewey Martin - Crew Chief

Douglas Spencer - Ned "Scotty" Scott

Eduard Franz - Dr Stern

Robert Nichols - Lieutenant Ken Erickson

William Self - Colonel Barnes

Sally Creighton - Mrs Chapman

John Dierkes - Dr. Chapman

James R. Young - Lieutenant Eddie Dykes

Norbert Schiller - Dr. Laurenz

William Neff - Olson

Allan Ray - Officer

Lee Tung Foo - Cook

Edmund Breon - Dr. Ambrose

George Fenneman - Dr. Redding

Tom Steele - Stuntman

James Arness - The Thing

Billy Curtis - The Thing While Shrinking

 

AR52 Week one. My first "full length" (90 second Flickr limit vid) with sound. This video consists entirely of stills, all taken December 24-26, 2010 while visiting relatives in Charlotte, North Carolina.

2022 Plaster bust of Young Augustus Caesar 19th century portrait bust by Austrian sculptor Joseph Von Kopf 1827 - 1903 Art statue sculpture Arts work face shoulder length works

Percina lenticula

Freckled Darter, 121 mm total length

Coosawattee River (Coosa basin), Gordon Co., GA

29 July 2010

Photo by Brett Albanese (Georgia DNR – Wildlife Resources)

Aperture 6,3

Expo 1/200

ISO 100

Focal Length 50mm

 

About DJ,

producer and now label manager, Rogerio began in 1998 when he discovered and developed a passion for House music. This passion led him to secure his first residency at Big Ben, Cassis, France.

 

Between 2001 and 2004, he began his career in the south of France playing in various clubs and restaurants, such as: Exit Café, Ola at Marseilles, Toulon Blockos, Duplex in Aix en Provence and also in private party .

 

From there her career took off, he flew across Europe playing in clubs like Tempel (Helsingborg, Sweden), Palas (Megeve, France), Platinum Club (Geneva, Switzerland), D ClubClub & Mad (Lausanne, Switzerland), Divine (Nyon, Switzerland), Papagayo (St Tropez, France), Pepe Bogega (Bastad, Sweden), Cafe Opera (Stockholm, Sweden), Peacock (Gothenburg, Sweden), BarBeint ( Oslo, Norway) or NASA (Copenhagen, Denmark).

During these years he played alongside Dj’s famous he earns the respect, such as Stonebridge, The Attic, Ali Payami, Albin Myers, Martin Solveig, Rasmus Farber, Axwell, Sebastien Ingrosso, Michael Feiner, NickWaters.

 

Rogerio is appreciated for its way of using acapellas in his sets and his passion for music and

in 2009, he became a resident of the famous evening of ELLE magazine, and closing Oslo Fashion Fair.

 

Currently, Rogerio lives in Sweden, and focuses on music production, which began in 2005.

He rises at this very moment a concept “Next Level” featuring several international DJ’s and saxophonists, a project only house music ‘he intends to raise awareness around the world!

 

Design: Design Andy

Model: Rogerio Lopez

Makeup: Rogerio Lopez

Picture maker: DESIGN ANDY

Blog manufacturer: designandy.blogspot.com

 

ROGERIO LOPEZ ON

MySpace manufacturer: www.myspace.com/rogeriolopez

Facebook fanpage: www.facebook.com/RogerioLopesFernandes

  

Welcome to FACEBOOK GROUP

DESIGN ANDY

We visited the Arecibo Observatory in 1977, just 14 years after observations of the ionosphere, pulsars, planets and exoplanets, quasars, and innumerable other objects and phenomena beyond the earth's atmosphere were initiated.

 

Note that it is a radio-telescope, not an optical telescope, and collects data at wave lengths not detectable by light collectors. The giant perforated dish focuses incoming signals on the receiver suspended over the bowl.

 

Following severe damage by Hurricane Maria in 2017, and several subsequent earthquakes, on December 1 (of 2020, what else), the entire assembly collapsed. In spite of its record of thousands of major scientific discoveries over the decades by scientists collaborating around the world, it is uncertain whether it will be rebuilt. Its major funding source has been the U.S. agency, the National Science Foundation (NSF).

 

On that visit in 1977, we peeped under the dish, which is perforated and suspended several feet above the ground, we discovered lush ferns growing in the perfect conditions there.

 

From: www.naic.edu/ao/telescope-description

"Those who see the Arecibo radio telescope for the first time are astounded by the enormousness of the reflecting surface, or radio mirror. The huge "dish" is 305 m (1000 feet) in diameter, 167 feet deep, and covers an area of about twenty acres. The surface is made of almost 40,000 perforated aluminum panels, each measuring about 3 feet by 6 feet, supported by a network of steel cables strung across the underlying karst sinkhole. It is a spherical (not parabolic) reflector .

 

Suspended 450 feet above the reflector is the 900 ton platform. Similar in design to a bridge, it hangs in midair on eighteen cables, which are strung from three reinforced concrete towers. One is 365 feet high, and the other two are 265 feet high. All three tops are at the same elevation. The combined volume of reinforced concrete in all three towers is 9,100 cubic yards. Each tower is back-guyed to ground anchors with seven 3.25 inch diameter steel bridge cables. Another system of three pairs of cables runs from each corner of the platform to large concrete blocks under the reflector. They are attached to giant jacks which allow adjustment of the height of each corner with millimeter precision.

 

Just below the triangular frame of the upper platform is a circular track on which the azimuth arm turns. The azimuth arm is a bow shaped structure 328 feet long. The curved part of the arm is another track, on which a carriage house on one side and the gregorian dome (installed in 1996) on the other side can be positioned anywhere up to twenty degrees from the vertical. Inside the gregorian dome two subreflectors (secondary and tertiary) focus radiation to a point in space where a set of horn antennae can be positioned to gather it. Hanging below the carriage house are various linear antennas each tuned to a narrow band of frequencies. The antennas point downward and are designed specially for the Arecibo spherical reflector. By aiming a feed antenna at a certain point on the reflector, radio emissions originating from a very small area of the sky in line with the feed antenna will be focused on the feed antenna.

 

Attached to the antennas are very sensitive and highly complex radio receivers. These devices operate immersed in a bath of liquid helium, to maintain a very low receiver temperature. At such cold temperatures the electron noise in the receivers is very small, and only the incoming radio signals, which are very weak, are amplified. The Arecibo system operates at frequencies from 50 megahertz (6 m wavelength) up to 10,000 megahertz (3 cm wavelength). A total of 26 electric motors control the platform. These motors drive the azimuth and the gregorian dome and carriage house to any position with millimeter precision. The tertiary reflector can be moved to improve focusing, receivers are moved into focus on a rotating floor inside the gregorian and the dynamical tie downs activate as needed to maintain platform position. The 1 MW planetary radar transmitter located in a special room inside the dome, directs radar waves to objects in our solar system. Analyzing the echoes provides information about surface properties and object dynamics.

 

This giant telescope has scrutinized our atmosphere from a few kilometers to a few thousand kilometers where it smoothly connects with interplanetary space. With its radar vision it studies the properties of planets, comets and asteroids. In our Galaxy it detects the faint pulses emitted hundreds of times per second from pulsars. And from the farthest reaches of the Universe quasars and galaxies emit radio waves which arrive at earth 100 million years later as signals so weak that they can only be detected by a giant eye like this one.

 

The giant size of the reflector is what makes the Arecibo Observatory so special to scientists. It is the largest curved focusing antenna on the planet, which means it is the world's most sensitive radio telescope. Other radio telescopes may require several hours observing a given radio source to collect enough energy for analysis whereas at Arecibo this may require just a few minutes of observation.

 

The huge "dish" is 305 m (1000 feet) in diameter, 167 feet deep, and covers an area of about twenty acres. The reflector’s surface is made of 38,778 perforated aluminum panels, each measuring about 3 feet by 6 feet, supported by a network of steel cables strung across the underlying karst sinkhole. It is a spherical (not parabolic) reflector. Suspended 450 feet above the reflector is the 900 ton platform. There are three towers supporting towers supporting the platform. One is 365 feet high, and the other two are 265 feet high. All three tops are at the same elevation. Each tower is back-guyed to ground anchors with seven 3.25 inch diameter steel bridge cables. Just below the triangular frame of the upper platform is a circular track on which the azimuth arm turns. The azimuth arm is a bow shaped structure 328 feet long and can be positioned anywhere up to twenty degrees from the vertical.

 

Inside the Gregorian dome two sub-reflectors (secondary and tertiary) focus radiation to a point in space where a set of horn antennae can be positioned to gather it. Hanging below the carriage house are various linear antennas each tuned to a narrow band of frequencies. The antennas point downward and are designed especially for the Arecibo spherical reflector. Attached to the antennas are very sensitive and highly complex radio receivers. The Arecibo system operates at frequencies from 50 megahertz (6 m wavelength) up to 10,000 megahertz (3 cm wavelength). A total of 26 electric motors control the platform. These motors drive the azimuth and the Gregorian dome and carriage house to any position with millimeter precision. The 1 MW planetary radar transmitter located in a special room inside the dome, directs radar waves to objects in our solar system."

 

And this update: Daniel Clery, et al., Science 15 Jan 2021:

Vol. 371, Issue 6526, pp. 225-229 DOI: 10.1126/science.371.6526.225

 

"Fallen Giant

Summary

 

The story of the collapse of the Arecibo telescope is now well known. On 10 August 2020, a steel cable supporting a 900-ton instrument platform high above the dish broke at one end and fell, slicing into the dish. A second support cable snapped on 6 November and the National Science Foundation said attempting repairs was too dangerous: Arecibo would be dismantled. On 1 December, fate took control as more cables snapped and the platform came crashing down into the dish. The loss dismayed scientists worldwide. Although 57 years old, Arecibo was still a scientific trailblazer. The public, familiar with the majestic dish from films such as Contact and GoldenEye, also felt the loss. And it was a bitter blow to the people of Puerto Rico, who embraced hosting the technological marvel. Some experts think manufacturing flaws or poor maintenance doomed the suspension cables. Others blame dwindling funding levels. But astronomers are looking to the future. Last month, researchers announced plans for a new $400 million telescope on the same site."

 

Nikkormat FTn

Normal lens (50 or 55 mm)

Kodachrome 64 slide

Epson Perfection V600 scanner

Assorted editing software, 2020

The Yamuna (Hindustani: /jəmʊnaː/), sometimes called the Jamuna or Jumna (Hindustani: /d͡ʒəm(ʊ)na:/), is the longest and the second largest tributary river of the Ganges (Ganga) in northern India. Originating from the Yamunotri Glacier at a height of 6,387 metres on the south western slopes of Banderpooch peaks in the uppermost region of the Lower Himalayas in Uttarakhand, it travels a total length of 1,376 kilometres and has a drainage system of 366,223 square kilometres, 40.2% of the entire Ganges Basin, before merging with the Ganges at Triveni Sangam, Allahabad, the site for the Kumbha Mela every twelve years. It is the longest river in India which does not directly flow to the sea.

 

It crosses several states, Uttarakhand, Himachal Pradesh Haryana and Uttar Pradesh, passing by Uttarakhand and later Delhi, and meets its tributaries on the way, including Tons, its largest tributary in Uttarakhand, Chambal, its longest tributary which has its own large basin, followed by Sindh, the Betwa, and Ken. Most importantly it creates the highly fertile alluvial, Yamuna-Ganges Doab region between itself and the Ganges in the Indo-Gangetic plain. Nearly 57 million people depend on the Yamuna waters. With an annual flow of about 10,000 cubic billion metres (cbm) and usage of 4,400 cbm (of which irrigation constitutes 96 per cent), the river accounts for more than 70 per cent of Delhi’s water supplies. Just like the Ganges, the Yamuna too is highly venerated in Hinduism and worshipped as goddess Yamuna, throughout its course. In Hindu mythology, she is the daughter of Sun God, Surya, and sister of Yama, the God of Death, hence also known as Yami and according to popular legends, bathing in its sacred waters frees one from the torments of death.

 

The water of Yamuna is of "reasonably good quality" through its length from Yamunotri in the Himalayas to Wazirabad in Delhi, about 375 kilometres, where the discharge of waste water through 15 drains between Wazirabad barrage and Okhla barrage renders the river severely polluted after Wazirabad. One official describes the river as a "sewage drain" with biochemical oxygen demand (BOD) values ranging from 14 to 28 mg/l and high coliform content. There are three main sources of pollution in the river, namely households and municipal disposal sites, soil erosion resulting from deforestation occurring to make way for agriculture along with resulting chemical wash-off from fertilizers, herbicides, and pesticides and run-off from commercial activity and industrial sites.

 

SOURCE

The source of Yamuna lies in the Yamunotri Glacier at an elevation of 6,387 metres, on the south western slopes of Banderpooch peaks, which lie in the Mussoorie range of Lower Himalayas, in the Uttarkashi district, Uttarakhand, north of Haridwar. Yamunotri temple, a shrine dedicated to the goddess, Yamuna is one of the holiest shrines in Hinduism, and part of the Chota Char Dham Yatra circuit. Also standing close to the temple, on its 13-kilometre trek route, that follows the right bank of the river, lies the Markendeya Tirtha, where the sage Markandeya wrote the Markandeya Purana.

 

From here it flows southwards, for about 200 kilometres through the Lower Himalayas and the Shivalik Hills Range and morainic deposited are found in its steep Upper Yamuna village, highlighted with geomorphic features such as interlocking spurs, steep rock benches, gorges and stream terraces. Large terraces formed over a long period of time can be seen in the lower course of the river, like ones near Naugoan. An important part of its early catchment area totalling 2,320 square kilometres lies in Himachal Pradesh, and an important tributary draining the Upper Catchment Area is the Tons, Yamuna's largest tributary, which rises from the Hari-ki-dun valley and holds water more than the main stream, which it merges after Kalsi near Dehradun. The entire drainage system of the river stretches all the way between Giri-Sutlej catchment in Himachal and Yamuna-Bhilangna catchment in Garhwal, indeed the southern ridge of Shimla is also drained into this system. Kalanag (6,387 metres) is the highest point of the entire Yamuna basin.

 

Other tributaries in the region are the Giri, Rishi Ganga, Kunta, Hanuman Ganga and Bata tributaries, which drain the Upper Catchment Area of the vast Yamuna basin. Thereafter the river descends on to the plains of Doon Valley, at Dak Pathar near Dehradun. Here through the Dakpathar Barrage, the water is diverted into a canal for power generation, little further down where Yamuna is met by the Assan River, lies the Asan Barrage, which hosts a Bird Sanctuary as well. After passing the Sikh pilgrimage town of Paonta Sahib, it reaches Tajewala in Yamuna Nagar district (named after the river itself), of Haryana, where a dam built in 1873, is the originating place of two important canals, the Western Yamuna Canal and Eastern Yamuna Canal, which irrigate the states of Haryana and Uttar Pradesh. The Western Yamuna Canal (WYC) crosses Yamuna Nagar, Karnal and Panipat before reaching the Haiderpur treatment plant, which supplies part of municipal water supply to Delhi, further it also receives waste water from Yamuna Nagar and Panipat cities. Yamuna is replenished again after this by seasonal streams and groundwater accrual, in fact during the dry season, it remains dry in many stretches from Tajewala till Delhi, where it enters near Palla village after traversing 224 kilometres.

 

The Yamuna also creates natural state borders between the Himachal Pradesh and Uttarakhand states, and further down between the state of Haryana, Delhi and Uttar Pradesh. Along with the Ganges to which run almost parallel after it touches the Indo-Gangetic plain, the largest alluvial fertile plain in the world, it creates the Ganges-Yamuna Doab region spread across 69,000 square kilometres, one-third of the entire plain, and today known for its agricultural outputs, prominent among them is the cultivation of Basmati Rice. The plain itself supports one-third of India's population through its farming.

 

Subsequently, it flows through the states of Delhi, Haryana and Uttar Pradesh before merging with the Ganges at a sacred spot known as Triveni Sangam in Allahabad after traversing a distance of 1,376 kilometres. Here pilgrims travel by boats to platforms erected mid stream to offer prayers. During the Kumbh Mela, held every 12 years, the ghats around the Sangam are venue of large congregation of people, who take dip in the sacred waters of the confluence. The cities of Baghpat, Delhi, Noida, Mathura, Agra, Firozabad, Etawah, Kalpi, Hamirpur, Allahabad lie on its banks. At Etawah, it meets it another important tributary, Chambal, followed by a host of tributaries further down, including, Sindh, the Betwa, and Ken.

 

IMPORTANT TRIBUTARIES

Tons River, Yamuna's largest tributary, rises in the 6,315 m high Bandarpoonch mountain, and has a large basin in Himachal Pradesh. It meets Yamuna below Kalsi near Dehradun, Uttarakhand.

Hindon River, originates in the Saharanpur District, from Upper Shivalik in Lower Himalayan Range, is entirely rainfed and has a catchment area of 7,083 square kilometres, traverses 400 kilometres through Muzaffarnagar District, Meerut District, Baghpat District, Ghaziabad, Noida, Greater Noida, before joining Yamuna just outside Delhi.

Ken River, flows through Bundelkhand region of Madhya Pradesh and Uttar Pradesh, it originates near village Ahirgawan in Jabalpur district and travels a distance of 427 kilometres, before merging with the Yamuna at Chilla village, near Fatehpur in Uttar Pradesh, and has an overall drainage basin of 28,058 square kilometres.

Chambal River, known as Charmanvati in ancient times, is Yamuna's longest tributary flows through Rajasthan and Madhya Pradesh, with a drainage basin of 143,219 square kilometres and traverses a total distance of 960 kilometres, from its source in Vindhya Range, near Mhow and supports hydro-power generation at Gandhi Sagar dam, Rana Pratap Sagar dam and Jawahar Sagar dam, before merging into the Yamuna south east of Sohan Goan, in Etawah district, shortly thereafter followed by another tributary, the Sindh River.

Sasur Khaderi River, known as Sasur Khaderi is a tributary in Fatehpur district.

 

HISTORY

The name Yamuna seems to be derived from the Sanskrit word "yama", meaning 'twin', and it may have been applied to the river because it runs parallel to the Ganges. The Yamuna is mentioned at many places in the Rig Veda, which was composed during the Vedic period between ca. 1700–1100 BC, and also in the later Atharvaveda, and the Brahmanas including Aitareya Brahmana and Shatapatha Brahmana. In Rig Veda, the story of the Yamuna describes her "excessive love" for her twin, Yama, who in turn asks her to find a suitable match for herself, which she does in Krishna. It is also said that lord shiva was the main reason for the colour of the Yamuna river. After the death of Sati Devi, lord shiva couldn't tolerate the sadness around him and used to roam here and there. And At last when he went to Yamuna river, it became so black as it absorbed all his sorrow.

 

The tale is further detailed in the 16th century Sanskrit hymn, Yamunashtakam, an ode by the philosopher Vallabhacharya. Here the story of her descent to meet her beloved Krishna and to purify the world has been put into verse. The hymn also praises her for being the source of all spiritual abilities. And while the Ganges is considered an epitome of asceticism and higher knowledge and can grant us Moksha or liberation, it is Yamuna, who, being a holder of infinite love and compassion, can grant us freedom, even from death, the realm of her elder brother. She rushes down the Kalinda Mountain, and verily describes her as the daughter of Kalinda, giving her another name, Kalindi, the backdrop of Krishna Leela. The text also talks about her water being of the colour of Lord Krishna, which is dark (Shyam). The river is referred as Asita in some historical texts.

 

It is mentioned as Iomanes (Ioames) in the surveys of Seleucus I Nicator, an officer of Alexander the Great and one of the Diadochi, who visited India in 305 BC, later Megasthenes, a Greek traveller and geographer, visited India, sometimes before 288 BC, the date of Chandragupta's death, also mention the river in his text Indica, where he described the region around it as the land of Surasena. In Mahabharata, Indraprastha, the capital of Pandavas was also situated on the banks of Yamuna, it is considered to the modern day city of Delhi.

 

Geological evidence indicates that in the distant past the Yamuna was a tributary of the Ghaggar River (also known as the Vedic Sarasvati River), but that it later changed its course eastward due to a tectonic event, becoming a tributary of the Ganges. This may have led to the Sarasvati River drying up, the end of many Harappan civilisation settlements, and creation of the Thar desert. However, recent geological research suggests that the diversion of the Yamuna to the Ganges may have occurred during the Pleistocene, and thus could not be connected to the decline of the Harappan civilisation in the region.

 

The importance of the Ganges–Yamuna river basin, and the Doab region as traditional the seat of power, can be derived from the fact, in much of early history of India, most of great empires, which ruled over majority of India, until the Chalukyas King, Vinayaditya, were based in the highly fertile Ganges–Yamuna basin, including the Magadha (ca 600 BC), Maurya Empire (321–185 BC), Shunga Empire (185–73 BCE), Kushan Empire (1st–3rd centuries CE), Gupta Empire (280–550 CE), and many had their capitals here, in cities like Pataliputra or Mathura. These rivers were revered throughout these kingdoms that flourished on their banks, in fact ever since the period of Chandragupta II (r. 375–415 CE), statues both the Ganges and Yamuna became common throughout the Gupta Empire. Further to the South, images of the Ganges and Yamuna are found amidst shrines of the Chalukyas, Rashtrakutas (753–982), as well as on their royal seals, and prior to them, the Chola Empire too added the river into their architectural motifs. The Three River Goddess shrine, next of famous Kailash rock-cut Temple at Ellora, built by Rashtrakuta King, Govinda III, shows the Ganges flanked by the Yamuna and Saraswati.

 

RELIGIOUS SIGNIFICANCE

The goddess of the river, also known as Yami, is the sister of Yama, god of death, and the daughter of Surya, the Sun god, and his wife Saranyu. Yamuna, referred to respectfully as Yamunaji, holds a very important position in Pushti Marga, a sect of Hinduism based on the ShuddhAdvaita, in which Shri Krishna is the main deity, propagated by VallabhAcharya / MahaPrabhuji, and having a large following in India.

 

The river Yamuna is also connected to the religious beliefs surrounding Krishna and various stories connected with Him are found in Hindu religious texts, especially the Puranas, like that of Kaliya Daman, the subduing of Kaliya, a poisonous Nāga snake, which had inhabited the river and terrorised the people of Braja. Yamuna, according to the legends, is closely related to Lord Krishna and Mahabharata. Krishna was taken across the Yamuna on the night of his birth. Kansa, Krishna's maternal uncle planned to kill all his nephews, as his eighth nephew was predicted to be his Kāla. When Vasudeva, carrying Krishna in a basket, reaches the river Yamuna, on the extremely turbulent, rainy night of Krishna's birth, Yamuna is said to have parted to make way for Vasudeva.

 

Krishna and the Gopis also used to play on the banks of the Yamunaji as children.

 

MANAGEMENT

The stretch of the river from its origin to Okhla in Delhi is called “Upper Yamuna”. A Memorandum of Understanding (MoU) was signed amongst the five basin states, namely Himachal Pradesh, Uttar Pradesh, Uttarakhand, Haryana, Rajasthan and Delhi, on 12 May 1994 for sharing of the water of Upper Yamuna. This led to the formation of Upper Yamuna River Board under Ministry of Water Resources, whose primary functions are regulation of the allocation of available flows amongst the beneficiary states and also for monitoring the return flows; monitoring conserving and upgrading the quality of surface and ground water; maintaining hydro-meteorological data for the basin; over viewing plans for watershed management; monitoring and reviewing the progress of all projects up to and including Okhla barrage.

 

Flood forecasting systems are established at Poanta Sahib, where Tons, Pawar and Giri tributaries meet, followed by Tajewala, Kalanaur, Haryana and Mawai before Delhi, the river take 60 hours to travel from Tajewala to Delhi, thus allowing a two-day advance flood warning period. The Central Water Commission started flood-forecasting services in 1958 with the setting up of its first forecasting station on Yamuna at Delhi Railway Bridge, India.

 

IRRIGATION

The importance of Yamuna in the Indo-Gangetic Plains is enhanced by its many canals, some dating back to as early as 14th century CE by the Tughlaq dynasty, which built the Nahr-i-Bahisht (Paradise), parallel to the river. The Nahr-i-Bahisht was later restored and extended by the Mughals in the first half of the 17th century, by engineer Ali Mardan Khan, starting from Benawas where the river enters the plains and terminating near the Mughal capital, Shahjahanabad, the present city of Delhi.

 

As the Yamuna enters the Northern plains near Dakpathar at an elevation of 790 metres, the Eastern Yamuna Canal commences at the Dakpathar Barrage and pauses at the Asan and Hathnikund Barrages before continuing south. The Hathnikund was built in 1999 and replaced the downstream Tajewala Barrage which had been completed in 1873.

 

WESTERN YAMUNA CANAL

Built in 1335 CE by Firuz Shah Tughlaq, excessive silting caused it to stop flowing in 1750 CE, British raj undertook a three-year renovation in 1817 by Bengal Engineer Group, in 1832-33 Tajewala Barrage dam at Yaumna was built to regulate the flow of water, in 1875-76 Pathrala barrage at Dadupur and Somb river dam downstream of canal were built, in 1889-95 the largest branch of the canal Sirsa branch was constructed, the modern Hathni Kund Barrage was built in 1999 to handle the problem of silting to replace the older Tajewala Barrage.

 

The Western Yamuna Canal begins at the Hathnikund Barrage about 38 kilometres from Dakpathar and south of Doon Valley. The canals irrigate vast tracts of land in the region in Ambala district, Karnal district, Sonepat district, Rohtak district, Jind district, Hisar district and Bhiwani district.

 

Once its passes Delhi, the river feeds the Agra Canal built in 1874, which starts from Okhla barrage beyond the Nizamuddin bridge, and the high land between the Khari-Nadi and the Yamuna and before joining the Banganga river about 32 kilometres below Agra. Thus, during the summer season, the stretch above Agra resembles a minor stream.

 

The 86 km long main canal has the total length of 325 km including its branches such as Sirsa branch, Hansi branch, Butana branch, Sunder branch, Delhi branch, along with hundreds of major and minor irrigation channels which are also breeding grounds for man species of birds.

 

DELHI BRANCH

The Munak canal, also called Delhi Branch, 22 km canal was built in 1819, and renovated in 2008, originates at Munak village in Gharaunda tehsil of Karnal district is a branch of Western Yaumna Canal to bring 700 cusecs water to Delhi.

 

SIRSA BRANCH

The Sirsa Branch, originating at Indri, is a sub-branch of Sirsa branch of Western Yaumna Canal which menders through Jind district, Fatehabad district and Sirsa district.

 

BARWALA BRANCH

The Barwala Branch is a sub-branch of Sirsa branch of Western Yaumna Canal. It meanders through Barwala tehsil of Hisar district.

 

HANSI BRANCH

The Hansi Branch, built in 1825 and remodelled in 1959, originating at Munak village in Gharaunda tehsil of Karnal district is a branch of Western Yaumna Canal that meanders through Hansi tehsil of Hisar district.

 

BUTANA BRANCH

The Butana Branch is a sub-branch of Western Yaumna Canal that meanders through Hansi tehsil of Hisar district.

 

SUNDER BRANCH

The Sunder Branch of Western Yamuna Canal is a sub-branch of Butana branch of Hansi branch and goes to Kanwari and beyond in Hisar (district).

 

JIND BRANCH

The Jind Branch is a branch of Western Yaumna Canal which menders through Jind district.

 

ROHTAK BRANCH

The Rohtak Branch is a sub-branch of Jind branch of Western Yaumna Canal and it meanders through Rohtak district.[29][31]

 

BHIWANI BRANCH

The Bhiwani Branch is a sub-branch of Jind branch of Western Yaumna Canal and it meanders through Bhiwani district and goes to Bidhwan and beyond.

 

BHALAUT BRANCH

The Bhalaut Branch, originating at Khubru village,[30] is a sub-branch of Delhi branch of Western Yaumna Canal that flows through Jhajjar district.

 

JHAJJAR BRANCH

The Jhajjar Branch is a sub-branch of Bhalaut branch of Western Yaumna Canal that flows through Jhajjar district.

 

THE SUTLEJ-YAMUNA LINK

A heavy freight canal, known as the Sutlej-Yamuna Link (SYL), is being built westwards from near the Yamuna's headwaters through the Punjab region near an ancient caravan route and highlands pass to the navigable pars of the Sutlej-Indus watershed. This will connect the entire Ganges, which flows to the east coast of the subcontinent, with points west (via Pakistan). When completed, the SYL will allow shipping from India's east coast to the west coast and the Arabian sea, drastically shortening shiportant commercial links for north-central India's large population. The canal starts near Palla village near Delhi, and is designed to transfer Haryana's share of 4.3 km3 from the Indus Basin.

 

CONSERVATION ZONE

On 25 April 2014, The National Green Tribunal recommended the Government to declare a 52-kilometre stretch of the Yamuna in Delhi and Uttar Pradesh as a conservation zone. A report has been prepared by the ministry of Environment and Forests (MoEF) panel and submitted to the NGA on the same day.

 

POLLUTION

In 1909 the waters of the Yamuna were distinguishable as "clear blue", as compared to the silt-laden yellow of the Ganges. However, due to high density population growth and rapid industrialisation today Yamuna is one of the most polluted rivers in the world, especially around New Delhi, the capital of India, which dumps about 58% of its waste into the river. A recent study shows that there is 100% urban metabolism of River Yamuna as it passes through the National Capital Territory (NCT) of Delhi.

 

CAUSES

New Delhi generates 1,900 million litres (500,000,000 US gal) per day (MLD) of sewage. Though many attempts have been made to process it, the efforts have proven futile. Although the government of India has spent nearly $500 million to clean up the river, the Yamuna continues to be polluted with garbage while most sewage treatment facilities are underfunded or malfunctioning. In addition, the water in this river remains stagnant for almost nine months in a year, aggravating the situation. Delhi alone contributes around 3,296 MLD of sewage in the river. The government of India over the next five years has prepared plans to rebuild and repair the sewage system and the drains that empty into the river.

 

To address river pollution, certain measures of river cleaning have been taken by the Ministry of Environment and Forests in 12 towns of Haryana, eight towns of Uttar Pradesh, and Delhi, under the Yamuna Action Plan (YAP) which has been implemented since 1993 by the National River Conservation Directorate (NRCD) of the Ministry of Environment and Forests. The Japan Bank for International Cooperation is participating in the Yamuna Action Plan in 15 of the above 21 towns (excluding six towns of Haryana included later on the direction of Supreme Court of India) with soft loan assistance of 17.773 billion Japanese yen (equivalent to about Rs. 700 crore INR) while the government of India is providing the funds for the remaining six towns added later. In 2007 the Indian government's plans to repair sewage lines were predicted to improve the water quality of the river 90% by the year 2010.

 

The last barrage across Yamuna river is at Mathura for supply of drinking water to the city. Downstream of this barrage, many pumping stations are constructed to feed the river water for irrigation needs. These pumping stations are near Pateora Danda 25°55′09″N 80°13′27″E, Samgara 25°41′13″N 80°46′27″E, Ainjhi 25°43′35″N 80°49′33″E, Bilas Khadar 25°31′35″N 81°02′43″E, Samari 25°27′19″N 81°11′43″E, etc. (Refer to Google Earth maps.) Depletion of the base flows available in the river during the non-monsoon months by these pump houses is enhancing river pollution from Mathura to Allahabad in the absence of adequate fresh water to dilute the polluted water reaching the river from habitations and industries.

 

However, in 2009, the Union government admitted to the Lok Sabha (Indian Parliament), the failure of the Ganga Action Plan and the Yamuna Action Plan, saying that "rivers Ganga and Yamuna are no cleaner now than two decades ago" despite spending over Rs 1,700 crore to control pollution. According to a CSE official, these plans adopted the Thames model, based on a centralised sewage treatment system. This meant that huge sum of money and a 24-hour power supply were needed to manage the treatment plants, while only an 8-hour power supply was available, contributing to the failure of the river plans.

 

In August 2009, the Delhi Jal Board (DJB) initiated its plan for resuscitating the Yamuna’s 22-kilometre stretch in Delhi by constructing interceptor sewers, at the cost of about Rs 1,800 crore.

 

WIKIPEDIA

The Whitethroat (Curruca communis) is a medium-sized warbler known for its lively behavior and distinctive song. Here are some key facts about this bird:

- Identification: Males have a grey head, white throat, and brown back, while females lack the grey cap but share the white throat and reddish-brown wings.

- Size: About 14 cm in length, with a wingspan of 18.5–23 cm and a weight of 12–18 g.

- Habitat: Prefers hedgerows, scrubland, woodland edges, and farmland.

- Diet: Primarily insects, but also eats berries and fruit in autumn.

- Breeding: Builds a deep cup-shaped nest in low bushes or shrubs, laying 4–5 eggs that hatch in 11–12 days.

- Migration: A summer visitor to the UK, arriving in April and leaving by September to winter in sub-Saharan Africa.

- Conservation: The UK population suffered a 90% decline in the late 1960s due to drought in its wintering grounds but has been slowly recovering.

  

Educational Classroom Poster for teaching elementary math. This one help students understand the concepts and units of Metric Lengths.

Available in letter size and now 11"x17".

Schweiz / Tessin - Verzascatal

 

Sonogno

 

The Valle Verzasca is a valley in the Locarno district of the canton of Ticino, Switzerland. It comprises the municipalities of Mergoscia, Vogorno, Corippo, Lavertezzo, Brione, Gerra, Frasco, and Sonogno. As of 2004, the total population is 3,200. It is the most central valley of Ticino, and none of the passes out of the valley cross cantonal or national borders. The valley is formed by the river Verzasca and is situated between the Leventina and the Maggia and culminates at Pizzo Barone.

 

Geography

 

Located between the Leventina and the Valle Maggia valleys, Valle Verzasca extends over a length of 25 kilometres (16 mi) in north–south direction and is situated in the north of the Lago Maggiore. The valley floor is at about 500 metres (1,640 ft) to 900 metres (2,953 ft) above sea level. The surrounding mountain passes respectively have an average altitude of 2,400 metres (7,874 ft). The valley is crossed by the Verzasca which is dammed at the southernly outlet of the valley, forming the Lago di Vogorno, before it flows in the Magadino plain in the vicinity of the Ticino in the Lago Maggiore.

 

The Valle Verzasca includes the geographical centre of Ticino, which is located at Mergoscia, near the lower end of the valley.

 

Climate

 

Due to the different altitudes, all climate zones are combined in the Valle Verzasca. Tenero-contra and Gordola include the insubric climate region thanks to the deep-sea level, close to the Lago Maggiore and protected by the mountains from the north winds. Vineyards and Mediterranean vegetation benefit from the mildest climate area of Switzerland, nebulae are rare and rainfall of short duration. With increasing altitude, the hills and mountain climate goes over to regions dominated by the Alpine climate (over 2,000 metres (6,562 ft)).

 

Flora and fauna

 

The diversity benefits among other things, the cultivation of vines, and it flourish chestnut forests and palm trees thrive. Due to differences in soil type and amounts, almost all flora occurring in the Ticino and fauna of the various environmental zones are found in the Verzasca Valley.

 

The Romans introduced and comparable to the tropical wood species, Castanea sativa is in the southern part of the valley, below 1,000 metres (3,281 ft), the dominant species. It is no longer actively cultivated, but favors the further diffusion, and studies suggest taking advantage of the valuable wood of chestnut as a valuable wood.

 

In the Valle Verzasca the endemic Nera Verzasca goat has been preserved, which looks very much like the ancient Roman goat. This medieval durable goat has short hair, because it's not stuck in the snow.

 

Culture

 

Due to its isolated location, the Verzasca Valley is claimed as one of the valleys that could best keep its originality. The secluded geographical location made it unattractive for conquerors since the Roman period, and even before. The first traces of settlement in the area are from the early 2nd millennium BC, in its southern part. In Berzona, a locality (frazione) of Vogorno, a carved rock known as a Sass di Striöi (literally: witches stone) is situated on a hiking trail. The shell rock most likely dates from around 600–700 BC; there are about 90 such carved rocks in the Verzasca Valley. Although initially free farmers, the valley was alternately ruled by the Swiss Confederacy, Savoy, Leventia and the Rusca family from about 1410 onwards. In the European Middle Ages, the population were mainly farmers, and since the early 17th century, many residents had to leave for seasonal labour outside their home valley. Often unemployed young men were recruited as mercenaries for foreign armies. In two quarries granite is mined by local workers.

 

The so-called Rustici (Italian for farm house) in grey stone, with white borders on the windows and heavy stone roofs, are typical houses in the valley. Wood rafters are used to support the heavy stone roof, Castanea sativa wood. Many chapels along the way bear witness to the deep faith of the inhabitants of the valley. Valle Vercasza was the origin of many of the region's so-called Spazzacamini (literally: chimney sweep children).

 

Tourism

 

With the connection to the public transport, tourism developed from the end of the 19th century, but the majority of young people from the Valley still look for income opportunities in wealthier regions of Switzerland or northern Italy. Currently the majority of locals are active in the tourism trade. The conversion of the old Rustici houses into holiday houses created jobs, increased tourism revenues and ensured that the old houses and the characteristic image of the Verzasca Valley are preserved.

 

The mountaintop with views of the Valais, Bernese, Glarus and Grisons Alps, as well as the many transitions in the side and neighbouring valleys are popular to mountain hikers, and around a dozen mountain huts provide accommodation and meals. The Verzasca is popular to canoeists and divers, but considered to be dangerous and difficult. The Verzasca Dam is also well known for its 220 m height jump, which is one of the highest jumps in the world and also the most famous bungy jump, as it was used in the James Bond film GoldenEye.

 

Transportation

 

The only valley access for road traffic and the Postauto buses are bounded from Tenero or Gordola. The starting on the left side of the valley road (built from 1866 to 1871) crosses Vogorno, Corippo, Lavertezzo, Brione (Verzasca), Gerra (Verzasca), Frasco and ends in Sonogno; a short road leads to Corippo. On the right side of the valley, the road and post road trips from Locarno ends in Mergoscia.

 

(Wikipedia)

 

Sonogno is a village and former municipality in the district of Locarno in the canton of Ticino in Switzerland. It is located in Valle Verzasca. On 17 October 2020 the former municipalities of Vogorno, Sonogno, Corippo, Brione (Verzasca) and Frasco merged to form the new municipality of Verzasca.

 

History

 

Sonogno is first mentioned in 1200 as Sornono. In 1417 it was mentioned as Senognio. During the Middle Ages, Sonogno was part of the Vicinanza of Verzasca and shared the fate of the valley. From 1395 to 1843, it formed a single community with Frasco.

 

It was part of the parish of Vogorno until 1519, when it formed a parish with Frasco. It formed an independent parish in 1734. The parish church of St. Maria Loreto, is first documented in 1519. It was rebuilt in 1854 and decorated with paintings by Cherubino Patà.

 

The local economy was based mostly on grazing. During the summer, the cattle grazed in the high alpine pastures, in the winter the cows were moved to their winter pastures in the Magadino. Due to limited jobs, many of the residents emigrated and after about 1850, many went overseas. Decedents of residents of Sonogno can be found in nearly 40 different countries. The more recent exodus to urban centers, combined with emigration have caused a steady decline of population since the mid-nineteenth century. The Museum of Verzasca was built in Sonogno in 1974. In 2005 the agricultural sector still offered 47% of jobs in the municipality.

 

Geography

 

Sonogno had an area, as of 1997, of 37.52 square kilometers (14.49 sq mi). Of this area, 0.42 km2 (0.16 sq mi) or 1.1% is used for agricultural purposes, while 10.29 km2 (3.97 sq mi) or 27.4% is forested. Of the rest of the land, 0.13 km2 (32 acres) or 0.3% is settled (buildings or roads), 0.74 km2 (0.29 sq mi) or 2.0% is either rivers or lakes and 19.7 km2 (7.6 sq mi) or 52.5% is unproductive land.

 

Of the built up area, housing and buildings made up 0.3% and transportation infrastructure made up 0.0%. Out of the forested land, 11.7% of the total land area is heavily forested, while 12.2% is covered in small trees and shrubbery and 3.5% is covered with orchards or small clusters of trees. Of the agricultural land, 0.8% is used for growing crops. Of the water in the municipality, 0.2% is in lakes and 1.8% is in rivers and streams. Of the unproductive areas, 24.6% is unproductive vegetation and 27.9% is too rocky for vegetation.

 

The village is located in the Locarno district, Sonogno is the last village on the paved road through the Valley Verzasca. All motor vehicles are required to park at the entrance to the village. It is located at an elevation of 918 m (3,012 ft) about 30 km (19 mi) from Locarno.

 

Sights

 

The entire village of Sonogno is designated as part of the Inventory of Swiss Heritage Sites.

 

In popular culture

 

In Pedro Almodóvar's movie Julieta, Julieta's daughter Antía lives in Sonogno.

 

The events of the German novel, The Black Brothers, and the anime based on it (Romeo's Blue Skies), follow a young boy from Sonogno village who sold himself to work as a chimney sweep in Milan, Italy. It was inspired by a real event where a ferry carrying chimney sweeps sunk in a storm.

 

(Wikipedia)

 

Das Verzascatal (italienisch Valle Verzasca) ist ein Tal im Schweizer Kanton Tessin, das zum Bezirk Locarno gehört. Im Verzascatal liegen die Ortschaften Mergoscia, Vogorno, Corippo, Lavertezzo, Brione (Verzasca), Gerra (Verzasca), Frasco und Sonogno. Ausser Mergoscia, das als eigene Gemeinde zum Kreis Navegna gehört, sind heute alle zur Gemeinde Verzasca zusammengeschlossen, die identisch mit dem Kreis Verzasca ist.

 

Lage

 

Das Verzascatal ist ein wildes Tal mit steilen Hängen und unzähligen Wasserfällen. Die Verzascahäuser (Rustici) aus grauem Stein mit weissen Umrandungen an den Fenstern und schweren Steinplattendächern sind typisch für das Tal. Die Kapellen entlang der Wege zeugen vom religiösen Glauben der Talbewohner.

 

Das Verzascatal ist mit Mergoscia das geometrische Zentrum des Tessins. Es ist das einzige Tal, das nur an Tessiner Täler grenzt. Es liegt zwischen der Leventina und dem Maggiatal und erstreckt sich über eine Länge von 25 km in Süd-Nord-Richtung nördlich des Lago Maggiore. Der Talboden liegt auf 500 bis 900 m ü. M. Die Berge, die das ganze Tal umrahmen, haben eine durchschnittliche Höhe von 2400 m ü. M. Das Tal wird vom Fluss Verzasca durchflossen, der am Talausgang gestaut wird und den Lago di Vogorno bildet, bevor er in der Magadinoebene in der Nähe des Ticino in den Lago Maggiore fliesst.

 

Die Seitentäler des Valle Verzasca sind von folgenden Dörfern aus erreichbar: Auf der rechten Talseite: das Val Resa und Valle di Mergoscia von Mergoscia; das Val di Corippo von Corippo; das Val d’Orgnana und Valle del Cansgell von Lavertezzo; das Val d’Osura von Brione; das Val Redòrta und Val Vegornèss von Sonogno. Auf der linken Talseite: das Val della Porta von Vogorno; das Val Carecchio, Val Pincascia und Val d’Agro von Lavertezzo; das Val Mött von Gerra; das Val d’Efra von Frasco.

 

Klima, Flora und Fauna

 

Aufgrund der unterschiedlichen Höhenlagen sind in der Valle Verzasca viele Klimazonen vereint. Tenero-Contra und Gordola gehören dank tiefer Meereshöhe, Seenähe und dem Schutz der Berge des Verzascatales vor den Nordwinden zur insubrischen Klimaregion. Weinberge und mediterrane Vegetation profitieren hier vom mildesten Klima der Schweiz, Nebel sind selten und Regenfälle von kurzer Dauer. Dieses Klima zieht sich weit in das Tal hinein, in dem Reben, Kastanienwälder und Palmen gedeihen. Es geht dann mit zunehmender Höhe über das Hügel- und Bergklima bis in die Regionen mit alpinem Klima (über 2000 m ü. M.). Wegen der Unterschiede in der Bodenbeschaffenheit und der Höhe können im Verzascatal fast alle im Tessin vorkommenden Pflanzen- und Tierarten der verschiedenen Umweltzonen angetroffen werden.

 

Die von den Römern eingeführte Edelkastanie (Castanea sativa) ist im südlichen Teil des Tales, unterhalb 1000 m, die dominierende Baumart. Ihr Holz hat ähnliche Eigenschaften wie die Tropenhölzer. Die Kastanienwälder werden seit den 1950er-Jahren nicht mehr bewirtschaftet, da es sich meist um Niederwälder handelt. Im Verzasca können in der Nähe von Dörfern und Maiensässen (monti) «auf den Stock gesetzte» Kastanienbäume, etwa auf Mannshöhe abgesägte Baumstümpfe, gefunden werden. Da die Kastanie die Fähigkeit hat, aus dem abgesägten Baumstumpf wieder auszutreiben (Stockausschlag), musste solange gewartet werden (etwa zehn Jahre), bis die Triebe den gewünschten Umfang erreichten, um zum Beispiel als Balken für die tonnenschweren Steindächer eingesetzt werden zu können. Im Jahre 2005 publizierte Studien über Versuchsanlagen schlagen vor, das wertvolle Kastanienholz wieder als Wertholz – zum Beispiel für Parkettböden – zu nutzen.

 

Im Verzascatal hat sich die alte Ziegenrasse Nera-Verzasca-Ziege erhalten, die der römischen Ziege sehr ähnlich sieht, wie aufgrund von Hornfunden in Augusta Raurica nachgewiesen werden konnte. Diese mittelalterliche Robustziege hat kurzes Haar, an dem Schnee nicht haftet.

 

Wirtschaft

 

Früher betrieb die Bevölkerung hauptsächlich Landwirtschaft, das heisst vor allem Weidewirtschaft. Ab dem 14. Jahrhundert überwinterten Einwohner mit ihrem Vieh in der Magadinoebene. Seit dem 17. Jahrhundert fand eine saisonale Auswanderung zur Erwerbstätigkeit statt. Arbeitslose und abenteuerlustige Männer liessen sich als Söldner für fremde Kriegsdienste anwerben. Piccoli spazzacamini (italienisch für kleine Schornsteinfeger) nannte man im 19. und frühen 20. Jahrhundert in Italien und im Tessin die Buben, die vor allem in den Städten Norditaliens als Kaminfegerkinder arbeiten mussten.

 

Seit 1873 wird in zwei Steinbrüchen von einheimischen Arbeitern Granit abgebaut. Mit dem Anschluss an den öffentlichen Verkehr entwickelte sich ab Ende des 19. Jahrhunderts der Tourismus. Im späteren 19. Jahrhundert, nach dem kalifornischen Goldrausch, begann auch im Verzascatal die Tradition der Kalifornienwanderung, die teilweise als Ersatz für die abgebrochene ältere europäische Auswanderungstradition angesehen werden kann.

 

Während der Krise der 1930er-Jahre breitete sich die Arbeitslosigkeit auch im Verzasca aus, und da auch Amerika die Grenzen geschlossen hatte, war auch die Auswanderung nicht mehr möglich.

 

Um der arbeitslosen Bevölkerung zu helfen, wurde das «Komitee für die Tätigkeiten in Heimarbeit» («Comitato per i lavori casalinghi a domicilio») gegründet. Die Talbewohner wurden mit typischen handwerklichen Tätigkeiten beschäftigt: Wollfärbung mit natürlichen Farben (Blättern, Wurzeln und Früchten, die vor Ort vorhanden sind), Handspinnerei, Strickerei und Holzarbeiten, um ihre finanzielle Not zu lindern. Daraus entwickelte sich 1933 die «Pro Verzasca», eine örtliche Vereinigung zur Wahrung der moralischen und materiellen Interessen der Region und ihrer besten Eigenschaften.

 

Der Umbau der alten Verzascahäuser (Rustici) in Ferienhäuser schafft Arbeitsplätze, erhöht die Tourismuseinnahmen und sorgt dafür, dass die alten Häuser und das charakteristische Ortsbild erhalten bleiben.

 

Im Jahre 1990 waren nur noch 20 Prozent der Beschäftigten im Landwirtschaftssektor tätig.

 

Verkehr

 

Der einzige Talzugang für den Autoverkehr und das Postauto ist im Süden ab Tenero oder Gordola. Die auf der linken Talseite beginnende Kantonsstrasse führt über Vogorno, Corippo, Lavertezzo, Brione (Verzasca), Gerra (Verzasca), Frasco und endet in Sonogno. Sie wurde erst in den Jahren 1866 bis 1871 gebaut. Eine kurze Stichstrasse führt nach Corippo.

 

Auf der rechten Talseite endet die Strasse und Postautostrecke ab Locarno bereits in Mergoscia.

 

Tourismus

 

Die vielen Gipfel mit Sicht auf die Walliser-, Berner und Glarner- und Bündneralpen sowie die zahlreichen Übergänge in die Seiten- und Nachbartäler machen das Valle Verzasca zu einem Anziehungspunkt für Bergwanderer. Die Berghütten Cornavosa, Barone, Cognora, Efra, Osola, Fümegna und Borgna bieten Unterkunft.

 

Der Sentierone Valle Verzasca ist ein rot-weiss markierter Wanderweg (Bergweg), der von Tenero aus oberhalb des Lago di Vogorno oder via Mergoscia und später entlang der Verzasca in mehreren Etappen bis nach Sonogno führt.

 

Die Via Alta della Verzasca (VAV) gilt als eine der wildesten Bergwanderungen der Schweiz (SAC-Wanderskala = T6). Sie führt über verlassene Alpen, schroffe Gräben und schwer zugängliche Seitentäler und verbindet fünf Hütten miteinander. Die Route ist blau-weiss markiert und die schwierigsten Stellen sind mit Sicherungen (Drahtseile, Metallbügel) versehen. Die VAV führt oft durch sehr ausgesetztes Gelände mit Kletterstellen, so dass sie nur für erfahrene Berggänger zu empfehlen ist.

 

Die Bergwanderung Trekking 700 von Mesocco (GR) nach Formazza (I) führt durch das Valle Verzasca: die 4. Etappe: Biasca – Capanna Efra, die 5. Etappe: Capanna Efra – Sonogno und die 6. Etappe: Sonogno – Prato-Sornico.

 

Der Verzasca-Fluss ist unter Kanuten und Tauchern beliebt, gilt aber als schwierig bis gefährlich.

 

Über Geschichte und Gegenwart des Tales informiert das Museo di Val Verzasca in Sonogno.

 

Geschichte

 

Wegen seiner schweren Erreichbarkeit gilt das Verzascatal als eines der Täler, das am besten seine Ursprünglichkeit bewahren konnte. Die abgelegene geographische Lage machte es für die Eroberer uninteressant.

 

Zeugen einer sehr frühen Besiedlung der Verzasca-Region fanden sich an der Mündung der Verzasca. Dort wurden Steinarten aus der jüngeren Steinzeit (1800 v. Chr.) gefunden. In Berzona, einem Ortsteil (frazione) von Vogorno, liegt am Wanderweg ein grosser Schalenstein, der Sass di Striöi (Hexenstein), der vermutlich um 600 bis 700 v. Chr. bearbeitet wurde. Insgesamt gibt es im Verzascatal rund neunzig derartig eingemeisselte Felsen. In Tenero wurde 1880 eine bedeutende römische Nekropole aus dem 1. und 2. Jahr. n. Chr. entdeckt. Die Funde (Bronzen, Amphoren, Münzen) befinden sich im archäologischen Museum des Castello dei Visconti in Locarno.

 

Vermutlich um 1000 n. Chr. gründeten die Talbewohner eine Gemeinschaft (comunità) bestehend aus den vier Dorfgenossenschaften (vicinie): Vogorno (mit Corippo), Lavertezzo, Brione (mit Gerra) und Frasco (mit Sonogno). Die Gemeinschaft gehörte zum Pieve von Locarno, gegen den sie sich 1398 auflehnte. Zwischen 1410 und 1500 geriet das Tal abwechselnd unter die Herrschaft der Eidgenossen, Savoyer, Leventiner und der Rusca. Nach 1686 konnte sich die Gemeinschaft von den Marcacci Vögten befreien. 1803 wurde das Verzascatal ein Kreis (circolo) mit dem Hauptort Lavertezzo. In religiöser Hinsicht gehörte das Verzascatal bis zum 13. Jahrhundert zur Pfarrei San Vittore di Locarno.

 

Geologie

 

Einzigartig für die Region ist der spektakulär gefärbte Gneis. Es handelt sich um einen Oligoklasgneis, der unter dem Handelsnamen Serizzo bekannt ist. Die Farben verlaufen zwischen Braun, Schwarz, Grau und Weiss. Die Gesteine des benachbarten Valle Maggia sind dagegen meist rein grau.

 

(Wikipedia)

 

Sonogno ist eine Ortschaft in der Gemeinde Verzasca im Schweizer Kanton Tessin. Bis 2020 bildete sie eine eigene Gemeinde.

 

Geographie

 

Sonogno ist die hinterste Ortschaft im Verzascatal und liegt in einer Mulde beim Zusammenfluss der Gebirgsbäche aus dem Redorta- und Vegornesstal. Westlich des Ortes liegt der Monte Zucchero (2735 m ü. M.).

 

Nachbargemeinden im Verzascatal waren Frasco, Cugnasco-Gerra und Brione (Verzasca). Nördlich grenzen die Bezirke Vallemaggia und Leventina an.

 

Sonogno ist Ausgangspunkt für viele Wanderungen. Im Winter kann man hier Schlittschuh laufen und Skilanglauf betreiben.

 

Geschichte

 

Sonogno findet sich um 1200 als Sornono und 1417 als Senognio bezeugt und gehörte im Mittelalter zur Nachbarschaft Verzasca. Von 1395 bis 1843 bildete das Dorf mit dem Nachbarort Frasco eine Gemeinde. Ab 1850 setzte eine Auswanderungswelle nach Übersee und später in die städtischen Zentren ein, die zu einer spürbaren Abnahme der Bevölkerung führte.

 

1974 wurde in Sonogno das Museum des Verzascatals eröffnet, das Zeugnis gibt vom bäuerlichen Leben des Tales in der Vergangenheit. Es ist auch der Geschichte der Kaminfegerkinder gewidmet, den Buben, die im 19. und frühen 20. Jahrhundert in den Städten Norditaliens als Schornsteinfeger (italienisch spazzacamini) arbeiten mussten.

 

Am 18. Oktober 2020 fusionierte die damalige Gemeinde Sonogno mit den Gemeinden Brione (Verzasca), Corippo, Cugnasco-Gerra (Gerra Valle), Frasco, Lavertezzo (Lavertezzo Valle) und Vogorno zur neugebildeten Gemeinde Verzasca. Sonogno bildet aber nach wie vor eine eigenständige Bürgergemeinde.

 

Sehenswürdigkeiten

 

Das Dorfbild ist im Inventar der schützenswerten Ortsbilder der Schweiz (ISOS) als schützenswertes Ortsbild der Schweiz von nationaler Bedeutung eingestuft.

 

Das Museo di Val Verzasca, das Zentrum der Wollverarbeitung sowie die Kunsthandwerkgeschäfte

 

Kirche Santa Maria Lauretana von 1854 mit Schwarzer Madonna

 

Schalenstein im Ortsteil Al Pianche

 

Schalensteingruppe im Ortsteil Alpe Cansgel. Ein Stein wird Sass der Stria genannt.

 

Trivia

 

In Sonogno beginnt und endet die Handlung des bekannten Kinder- und Jugendbuches Die schwarzen Brüder von Kurt Held und Lisa Tetzner.

 

(Wikipedia)

Focal length: 4"

Pinhole diameter: approx. 0.5mm

Paper negative: 7" x 5"

Exposure time: 1 minute 40 seconds

 

Mid afternoon, bright sunshine.

 

I was scared of underexposing this considering I had my hands shading the pinhole. What I hadn't accounted for was my left palm in such a position that it was actually having the reverse effect and acting like a reflector, hence this ended up a little overexposed. Which is a shame because it would have been easier to keep still for less time. ;) I could have shot another straight after this one, but I was ready to pack up for the day by this point. I think I might try more with things with hands at somepoint.

 

What I think is quite fun about this is how my nose looks quite big because of the way the light is hitting it and the slight movement in the position of my face. I actually have quite a dinky little snout.

by SIGMA DP3 Merrill

75.0mm ( 35mm equivalent focal length )

Which length do you prefer?

"..With her large, dark eyes and thick, waist-length hair, the 18-year-old was a favorite among the truck drivers who called at the squalid brothel on Highway 45 in Ulundurpet, a small town in southern India. When she was placed in a reformatory for convicted prostitutes in June, five men offered to bail her out. Today she is emaciated, weighing only 62 lbs., her hair is falling out, and she is showing unmistakable signs of mental derangement. The source of the woman's suffering: the acquired immunodeficiency syndrome, or AIDS, virus. Doctors at the home want to delay her release, fearing that if she returns to prostitution, she will transmit the AIDS virus to her clients.."

Public Health Nowhere to Run, Nowhere to Hide

Monday, Sep. 01, 1986 By KENNETH M. PIERCE

TIME

  

Focal length: 18mm

Aperture: 14.0

Exposure: 1/125

ISO speed: 100

Exposure bias: -4/3

 

Sigma lens 18mm - 200mm

 

This lovely tree in autumn leaves was found on our dog walk in Lytes Cary Estate.

I guess most people are familiar with Stonehenge and the extraordinary lengths its builders went to in terms of transporting the stones. Traditionally associated with the summer solstice, but more recent theories propose a more significant alignment with the winter solstice and the "renewal" of life as the days get longer again.

  

Scored 8/10,as a digitally projected image. .Entered into a competition, on the 26/09 as part of a panel of 6 images, 3 of which must be prints and 3 which must be digitally projected, this is in my second panel of 6. This is entered as digitally projected image. So results pending....Results in Scored 9/10.

 

We drove along way down to Stourhead, having got up early and double checked the weather forecast, clear blue skies, so the plan was to drop in at stonehenge on the return journey for a some evening shots. We had flat as a pancake overcast light all day, useless. I was struggling to find some scenic shots for two panels of 6 images for a competition, and I suppose the above is the outcome of a tantrum I had in Capture NX2. Still need those scenic shots, although I have the still life, natural history and sports covered. That said, I like the outcome...just played around with hue and brightness, manipulated the curve, I suppose its a bit like revealing the statue that was in a block of marble all the time......

Length 82cm, depth 3cm, height 37cm

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I don't yet have any good long focal length lenses for the A9. My Sigma MC-11 adapter needs a firmware upgrade to with with the A9, and a Metabones adapter flaked out after a few shots with a couple of Canon lenses.

 

I do have a Sony 70-300mm f/4.5-5.6 G lens I've had for some time, but rarely used. It was not very impressive on my A7RM2, first, because the lens comes nowhere near resolving 42MP, and second, because the autofocus of the A7RM2 is terrible for any kind of action shot.

 

But this lens seems good enough for 24MP resolution, so I might find use for it after all. For now, this is my "go to" long lens.

 

This and the following are two actual pixel crops (i.e., the original 6000x4000 image cropped to 2048x1365 without any scaling). For an actual crop, this sharpness is not bad, especially for a G lens.

The JPEG images were shot as follows:

 

All shot at the same location with an APS-C digital SLR that was mounted on a tripod.

 

ISO 100

 

Daylight white balance on a sunny day

 

Exposure was f/11 at 1/125 second shutter speed for everything except 2000mm which was f/22 at 1/30 second.

 

The lenses used were:

14mm Nikon f/2.8 AF-D

18mm Nikon f/3.5

24mm Nikon f/2 AIS

28mm Nikon f/2.8 AIS

35mm Nikon f/1.4 AI

50mm Nikon f/1.4 AF-D

85mm Nikon f/1.4 AF-D

105mm Nikon f/2.5 AIS

180mm Nikon f/2.8 AI converted

400mm Nikon f/5.6 AI

1000mm Nikon f/11 mirror

2000mm (i.e. 1000mm mirror lens and Nikon TC-300 2x Tele-Converter)

 

Note: 2000mm was very difficult to accurately manual focus and impossible to prevent camera movement caused by wind and mirror slap.

 

The jpeg images were not cropped, color corrected, or sharpened.

 

Picasa photo editor was used to make the composite photo.

  

Since these images were shot from the same location...

 

1. Longer focal lengths make the subject look larger and closer to the camera.

 

2. Shorter focal lengths make the subject look smaller and farther from the camera.

 

To see how the focal length effects the relationship between subjects in foreground and subjects in the background, see the images at:

 

flic.kr/p/cgGzTG

 

by Asahi Opt. Super-Takumar 55mm F1.8

110.0mm ( 35mm equivalent focal length )

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Boeing 727 was an American midsized, narrow-body three-engine jet aircraft built by Boeing Commercial Airplanes from the early 1960s to 1984. Intended for short and medium-length flights, it could carry 149 to 189 passengers and later models could fly up to 2,700 nautical miles (5,000 km) nonstop. It was originally powered by three Pratt & Whitney JT8D engines below the T-tail, one on each side of the rear fuselage with a center engine that connected through an S-duct to an inlet at the base of the fin.

 

The 727 followed the 707 and the 720, both quad-jet airliners, with which it shared its upper fuselage cross-section and cockpit design. The 727 was designed as a more economical alternative to the 707/720s and was tailored to operations from smaller airports, so independence from ground facilities was an important requirement. This led to one of the 727's most distinctive features: the built-in airstair that opened from the rear underbelly of the fuselage, which initially could be opened in flight (a feature that was later blocked). Nose wheel brakes were available as an option to reduce braking distance on landing, which provided reduction in braking distances of up to 150 m. In order to protect the tail section in the event of an over-rotation on take-off, the 727 was equipped with a retractable tailskid. Another innovation was the auxiliary power unit (APU), which allowed electrical and air-conditioning systems to run independently of a ground-based power supply, and without having to start one of the main engines. An unusual design feature was that the APU was mounted in a hole in the keel beam web, in the main landing gear bay.

 

The 727's fuselage had an outer diameter of 148 inches (3.8 m). This allowed six-abreast seating (three per side) and a single aisle when 18-inch (46 cm) wide coach-class seats were installed. An unusual feature of the fuselage was the 10-inch (25 cm) difference between the lower lobe forward and aft of the wing, as the higher fuselage height of the center section was simply retained towards the rear.

 

The 727 proved to be such a reliable and versatile airliner that it came to form the core of many startup airlines' fleets. The 727 was successful with airlines worldwide partly because it could use smaller runways while still flying medium-range routes. This allowed airlines to carry passengers from cities with large populations, but smaller airports, to worldwide tourist destinations. One of the features that gave the 727 its ability to land on shorter runways was its clean wing design: With no wing-mounted engines, leading-edge devices (Krueger, or hinged, flaps on the inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted, fowler flaps) could be used on the entire wing. Together, these high-lift devices produced a maximum wing lift coefficient of 3.0 (based on the flap-retracted wing area).

 

The 727-100 first flew in February 1963 and entered service with Eastern Air Lines in February 1964; the stretched 727-200 flew in July 1967 and entered service with Northeast Airlines that December. After the global success of the -100 and especially the stretched -200 series, Boeing considered another version, the -300 series, a thoroughly modified variant, dedicated to the South American and Asian markets and optimized for “hot and high” climate operations.

 

The basis for the -300 was the extended -200 airframe, but in order to improve security as well as landing and starting characteristics, a fourth engine was added for extra thrust. This changed the tail layout completely, since the central JT8D and its S-duct were deleted. Instead, the 727-300’s four engines were re-arranged in two new twin-nacelles along the reinforced rear fuselage, similar to the Vickers VC-10 and Ilyushin Il-62 long-range airliners, which were both bigger/heavier aircraft, though. With the fourth engine’s extra power, the -300 became the Boeing 727 variant with the shortest take-off run: only 1.5 miles were necessary to get airborne (vs. 2 miles for late 727-200 variants and even less than 1,6 miles for the lighter, early 727-100). It also had the highest operational ceiling and an improved rate of climb, but top speed and range remained virtually unaffected.

 

In order to better cope with smaller airfields with less-than-perfect runways and higher landing speeds, the -300’s landing gear was reinforced and the twin wheels on the 727’s main legs replaced with four-wheel bogies. This necessitated bigger landing gear wells and the relocation of the APU into the rear fuselage, occupying the space of the former middle engine. The 727’s tail-mounted airstair was retained, and basically any interior feature and layout of the 727-200 cabin could be ordered for the -300, too, including side freight doors and equipment for mixed cargo/passenger operations.

 

Even though thrust-reversers were planned for all four engines, the inboard devices were omitted for serial production aircraft due to continued tail plane buffeting on the prototype, which flew in March 1970 for the first time. In order to compensate for this loss of braking power, Boeing’s engineers added a unique feature to the 727-300: a drogue parachute, which could be deployed to relieve the brakes and augment the outer JT8D’s thrust reversers, once the landing speed had been reduced to 80 knots or less. The parachute was mounted in a clamshell compartment in the now empty tail section.

 

However, the improved performance came at a price: through its additional engine, the 727-300 turned out to be costly to operate, being almost on par with the 707 and 720 models, which the 727 was originally intended to replace. In consequence, this specialized variant was only built in small numbers and found only a few operators. Launch customer was Aéromexico in 1972, ordering ten -301 machines primarily for domestic and South American routes. Other major civil operators became Air India with eight -302 machines, TAME (EP Linea Aerea del Ecuador) with six -303 aircraft, and Aerolíneas Argentinas with five -304 aircraft. A total of six machines were furthermore built under the designation C-22D for military operators; two of them flew as VIP transports for the USAF (also carrying out CIA missions, the integral airstair was a convenient detail of the type), and two each flew for the air forces of Mexico and Pakistan.

 

The highest production rate of the 727 was in the 1970s. Airport noise regulations have led to 727s being equipped with hush kits, the last 727 was completed in 1984. Successor models include variants of the 737 and the 757-200. The last commercial passenger flight of the 727 was in January 2019 in Iran, even though a few machines of the type still remain in government and private use or operate as freighters.

  

General characteristics:

Crew: 3 (+ 3 flight attendants)

Length: 153 ft 2 in (46.68m)

Wingspan: 108 ft (32.92m)

Height: 34 ft 11 in (10.65m)

Wing area: 1,650 sq ft (153 m²), 32° sweep

Empty weight: 100,700 lb (45,720 kg)

Max. takeoff weight: 209,500 lb (95,100 kg)

Fuel capacity: 8,090 US gal (30,620 l)

Cabin width: 140 in/3.56m

Two-class seats: 134 (20F@38" + 114Y@34")

Single-class seats: 155@34", absolute maximum of 189 passengers

 

Powerplant:

4× Pratt & Whitney JT8D-11 low-bypass (0.96 to 1) turbofan engines,

delivering 15,000 lbf (66.72 kN) each

 

Performance:

Maximum speed: Mach 0.9 (961 km/h; 519 kn)

Cruise speed: Mach 0.86 (917 km/h; 495 kn)

Landing speed: 151 ml/h (244 km/h; 135 kn)

Rate of climb: 1,920 ft/min (9.8 m/s)

Maximum service ceiling: 44,550 ft (13,600 m)

Range: 1,900 nmi (2,173 ml, 3,500 km)

Takeoff distance to 35 ft (11 m): 7,860 ft (2,400 m)

Landing distance from 50 ft (15 m): 2,160ft at maximum gross landing weight with thrust reverser,

1,800ft with additional drogue parachute deployment

  

The kit and its assembly:

This model became the third and relatively spontaneous entry for the “More or less engines” group build at whatifmodelers.com. It was actually an early idea for the GB, but I rejected it at first because I usually do not build small-scale airliners and did not have any ingredient for the build at hand. However, a fellow modeler had a similar idea, a four-engine Sud Aviation Caravelle, and upon discussing the project in the forum I became eventually convinced to build this conceptual sister ship, even though the procurement of its major ingredients took some time.

 

I considered and checked several Boeing 727 kits on the market, and settled for the Minicraft kit – in particular its USAF C-22C boxing. The Revell kit, a 727-100, was rejected as outdated rubbish and due to its short fuselage, and the Airfix kit, a long -200, also fell through because of its raised surface details and simply for being an Airfix kit.

The Minicraft kit was the only option left – and even though it has its weak points, too (like the wings’ massive leading edges and a so-so fit of the fuselage halves), it turned out to be a sound basis for this modification project. Its main selling points were engraved surface details, the lack of passenger cabin window openings and separate decals for the windows. Esp. the latter two factors were an important part of my construction and painting plan for this build (see below).

 

Another important ingredient for this build were the engines. For a quad-engine conversion I found a resin set for VC-10 engines from Bra.Z Models (and procured them from Hong Kong!), which are a good match in size and shape. Furthermore, due to the more massive rear end and potential operations from less-than-perfect runways, I decided to replace the original twin main wheels with four-wheel bogies, taken from the remains of a Hasegawa 1:200 Boeing 747 kit. Since the 727’s main landing gear well doors remain closed on the ground, this change was relatively simple to make.

 

The only major change beyond the engine nacelle swap concern the fin and the tail tip: the original 2nd engine and its air intake with the S-duct had to go. This stunt was more challenging than it sounds at first, because the intake duct widens the fin’s root considerably, and the respective bulge reaches very far back, almost reaching the rudder!

This meant that a considerable portion of the fin had to be cut away, what also left a gap in the fuselage spine. The latter was filled with a piece of 0.5mm styrene sheet from inside of the fuselage (before the halves were glued together), and then a “prosthesis” from 1.5mm styrene sheet was inserted into the gap in the fin, trying to sculpt a suitable profile with a mild curve at the fin’s base, inspired the early 737s’ fin shape.

Around this skeleton, I built the new fin with the help of 2C putty, because some serious sculpting was necessary to create a suitable fin profile and shape that would blend into the existing fin section. A proper intersection at the fin’s base had to be created, too, a real 3D puzzle, more complex than one might think at first!

 

The tail exhaust opening was trimmed down to a wedge shape, and then the tail tip was filled/sculpted with a 2C putty plug, creating a clamshell shape for the fictional brake parachute container without extending the tail tip too much.

A small APU outlet was added on the new tail tip’s starboard side, too, while the APU’s intake was placed in the fin’s lower leading edge. The original ventral APU intake between the wings was faired over.

 

One of the Minicraft kit’s weak points is the shape of the wings’ leading edges: they look very crude and solid, with an almost vertical front. In an attempt to mend this flaw, I tried to give the leading edges a more rounded shape with the help of putty.

 

The model’ nose section was filled with a lot of lead and, for the model’s in-flight pics, I added a ventral, vertical styrene tube in the model’s center of gravity as a display holder adapter.

  

Painting and markings:

The idea behind this four-engine 727 was a dedicated “hot & high” variant, so I searched for an obvious operator, and it was to be a commercial airline. Mexico became my first and favorite candidate, despite the fact that Aéromexico did not operate any Boeing aircraft during the Seventies, rather a fleet of mixed Douglas aircraft. I also found the airline’s livery of that era to be very attractive, with an NMF finish and orange and black trim - very elegant and colorful.

 

Finding suitable decals became a challenge, though. After some research I found a DC-8 Aéromexico sheet from 26decals – it not only matched the intended time slot, it also had the benefit of coming with separate decals for cheat lines and windows. This was a perfect match for the window-less Minicraft Boeing 727 kit, and, as a convenient complement, the kit’s C-22 boxing had the benefit that it depicts a uniform, white aircraft, so that its decal sheet comes with “clean” window and door decals, without any colored background. A perfect match for my plan!

 

Painting was straightforward. After having finished the building phase, I gave the model an initial coat of grey acrylic primer from the rattle can. Some small surface blemishes had to be corrected, and then I added light grey panels on top of the wings and the stabilizers (Humbrol 40, gloss FS 36440). The fin as well as the engine pods and the wing tips were painted in orange; Humbrol 18 (Gloss Orange) came very close to the decals’ tone. These areas were masked with Tamiya tape and then the model received an overall coat with a tone called “White Aluminum”, also from the rattle can.

 

Thereafter, the decals for the orange and black trim were applied. Since the DC-8 decals would not fit the 727 fuselage in every place, orange paint and generic black and silver decal stripes (TL Modellbau) were used for fine-tuning. Once the “style” decals were applied, the windows were added and the model received an overall coat of gloss acrylic varnish, also from the rattle can.

 

In a final step, the landing gear (painted all glossy white) was mounted.

  

This conversion appears simple at first sight, but the execution caused some headaches. The challenge was not so much building this model, but rather getting all the major input parts and pieces together. Creating a new fin shape was also more challenging than one would expect at first sight. However, the result is quite subtle, and I guess that this fictional 727-300 might make some people look twice, since it reminds a lot of the (bigger) Vickers VC10. Indeed, the outlines are very similar.

 

SEVEN VEGA has an overall length of 149m, a breadth of 33m and a Class 3 dynamic positioning system. Its reel-lay system has a 600t top tension capacity consisting of a 32m main reel and a 17m auxiliary reel with a maximum storage capacity of 5,600t and 1,600t respectively. SEVEN VEGA is fitted with cranes offering a lifting capacity of 250t and 50t, and mutiple smaller cranes alongside two side-launching work-class ROV systems.

FULL LENGTH PHOTO AT HARD ROCK PLAZA in Front of Lagoon . June 30, 2007

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Boeing 727 was an American midsized, narrow-body three-engine jet aircraft built by Boeing Commercial Airplanes from the early 1960s to 1984. Intended for short and medium-length flights, it could carry 149 to 189 passengers and later models could fly up to 2,700 nautical miles (5,000 km) nonstop. It was originally powered by three Pratt & Whitney JT8D engines below the T-tail, one on each side of the rear fuselage with a center engine that connected through an S-duct to an inlet at the base of the fin.

 

The 727 followed the 707 and the 720, both quad-jet airliners, with which it shared its upper fuselage cross-section and cockpit design. The 727 was designed as a more economical alternative to the 707/720s and was tailored to operations from smaller airports, so independence from ground facilities was an important requirement. This led to one of the 727's most distinctive features: the built-in airstair that opened from the rear underbelly of the fuselage, which initially could be opened in flight (a feature that was later blocked). Nose wheel brakes were available as an option to reduce braking distance on landing, which provided reduction in braking distances of up to 150 m. In order to protect the tail section in the event of an over-rotation on take-off, the 727 was equipped with a retractable tailskid. Another innovation was the auxiliary power unit (APU), which allowed electrical and air-conditioning systems to run independently of a ground-based power supply, and without having to start one of the main engines. An unusual design feature was that the APU was mounted in a hole in the keel beam web, in the main landing gear bay.

 

The 727's fuselage had an outer diameter of 148 inches (3.8 m). This allowed six-abreast seating (three per side) and a single aisle when 18-inch (46 cm) wide coach-class seats were installed. An unusual feature of the fuselage was the 10-inch (25 cm) difference between the lower lobe forward and aft of the wing, as the higher fuselage height of the center section was simply retained towards the rear.

 

The 727 proved to be such a reliable and versatile airliner that it came to form the core of many startup airlines' fleets. The 727 was successful with airlines worldwide partly because it could use smaller runways while still flying medium-range routes. This allowed airlines to carry passengers from cities with large populations, but smaller airports, to worldwide tourist destinations. One of the features that gave the 727 its ability to land on shorter runways was its clean wing design: With no wing-mounted engines, leading-edge devices (Krueger, or hinged, flaps on the inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted, fowler flaps) could be used on the entire wing. Together, these high-lift devices produced a maximum wing lift coefficient of 3.0 (based on the flap-retracted wing area).

 

The 727-100 first flew in February 1963 and entered service with Eastern Air Lines in February 1964; the stretched 727-200 flew in July 1967 and entered service with Northeast Airlines that December. After the global success of the -100 and especially the stretched -200 series, Boeing considered another version, the -300 series, a thoroughly modified variant, dedicated to the South American and Asian markets and optimized for “hot and high” climate operations.

 

The basis for the -300 was the extended -200 airframe, but in order to improve security as well as landing and starting characteristics, a fourth engine was added for extra thrust. This changed the tail layout completely, since the central JT8D and its S-duct were deleted. Instead, the 727-300’s four engines were re-arranged in two new twin-nacelles along the reinforced rear fuselage, similar to the Vickers VC-10 and Ilyushin Il-62 long-range airliners, which were both bigger/heavier aircraft, though. With the fourth engine’s extra power, the -300 became the Boeing 727 variant with the shortest take-off run: only 1.5 miles were necessary to get airborne (vs. 2 miles for late 727-200 variants and even less than 1,6 miles for the lighter, early 727-100). It also had the highest operational ceiling and an improved rate of climb, but top speed and range remained virtually unaffected.

 

In order to better cope with smaller airfields with less-than-perfect runways and higher landing speeds, the -300’s landing gear was reinforced and the twin wheels on the 727’s main legs replaced with four-wheel bogies. This necessitated bigger landing gear wells and the relocation of the APU into the rear fuselage, occupying the space of the former middle engine. The 727’s tail-mounted airstair was retained, and basically any interior feature and layout of the 727-200 cabin could be ordered for the -300, too, including side freight doors and equipment for mixed cargo/passenger operations.

 

Even though thrust-reversers were planned for all four engines, the inboard devices were omitted for serial production aircraft due to continued tail plane buffeting on the prototype, which flew in March 1970 for the first time. In order to compensate for this loss of braking power, Boeing’s engineers added a unique feature to the 727-300: a drogue parachute, which could be deployed to relieve the brakes and augment the outer JT8D’s thrust reversers, once the landing speed had been reduced to 80 knots or less. The parachute was mounted in a clamshell compartment in the now empty tail section.

 

However, the improved performance came at a price: through its additional engine, the 727-300 turned out to be costly to operate, being almost on par with the 707 and 720 models, which the 727 was originally intended to replace. In consequence, this specialized variant was only built in small numbers and found only a few operators. Launch customer was Aéromexico in 1972, ordering ten -301 machines primarily for domestic and South American routes. Other major civil operators became Air India with eight -302 machines, TAME (EP Linea Aerea del Ecuador) with six -303 aircraft, and Aerolíneas Argentinas with five -304 aircraft. A total of six machines were furthermore built under the designation C-22D for military operators; two of them flew as VIP transports for the USAF (also carrying out CIA missions, the integral airstair was a convenient detail of the type), and two each flew for the air forces of Mexico and Pakistan.

 

The highest production rate of the 727 was in the 1970s. Airport noise regulations have led to 727s being equipped with hush kits, the last 727 was completed in 1984. Successor models include variants of the 737 and the 757-200. The last commercial passenger flight of the 727 was in January 2019 in Iran, even though a few machines of the type still remain in government and private use or operate as freighters.

  

General characteristics:

Crew: 3 (+ 3 flight attendants)

Length: 153 ft 2 in (46.68m)

Wingspan: 108 ft (32.92m)

Height: 34 ft 11 in (10.65m)

Wing area: 1,650 sq ft (153 m²), 32° sweep

Empty weight: 100,700 lb (45,720 kg)

Max. takeoff weight: 209,500 lb (95,100 kg)

Fuel capacity: 8,090 US gal (30,620 l)

Cabin width: 140 in/3.56m

Two-class seats: 134 (20F@38" + 114Y@34")

Single-class seats: 155@34", absolute maximum of 189 passengers

 

Powerplant:

4× Pratt & Whitney JT8D-11 low-bypass (0.96 to 1) turbofan engines,

delivering 15,000 lbf (66.72 kN) each

 

Performance:

Maximum speed: Mach 0.9 (961 km/h; 519 kn)

Cruise speed: Mach 0.86 (917 km/h; 495 kn)

Landing speed: 151 ml/h (244 km/h; 135 kn)

Rate of climb: 1,920 ft/min (9.8 m/s)

Maximum service ceiling: 44,550 ft (13,600 m)

Range: 1,900 nmi (2,173 ml, 3,500 km)

Takeoff distance to 35 ft (11 m): 7,860 ft (2,400 m)

Landing distance from 50 ft (15 m): 2,160ft at maximum gross landing weight with thrust reverser,

1,800ft with additional drogue parachute deployment

  

The kit and its assembly:

This model became the third and relatively spontaneous entry for the “More or less engines” group build at whatifmodelers.com. It was actually an early idea for the GB, but I rejected it at first because I usually do not build small-scale airliners and did not have any ingredient for the build at hand. However, a fellow modeler had a similar idea, a four-engine Sud Aviation Caravelle, and upon discussing the project in the forum I became eventually convinced to build this conceptual sister ship, even though the procurement of its major ingredients took some time.

 

I considered and checked several Boeing 727 kits on the market, and settled for the Minicraft kit – in particular its USAF C-22C boxing. The Revell kit, a 727-100, was rejected as outdated rubbish and due to its short fuselage, and the Airfix kit, a long -200, also fell through because of its raised surface details and simply for being an Airfix kit.

The Minicraft kit was the only option left – and even though it has its weak points, too (like the wings’ massive leading edges and a so-so fit of the fuselage halves), it turned out to be a sound basis for this modification project. Its main selling points were engraved surface details, the lack of passenger cabin window openings and separate decals for the windows. Esp. the latter two factors were an important part of my construction and painting plan for this build (see below).

 

Another important ingredient for this build were the engines. For a quad-engine conversion I found a resin set for VC-10 engines from Bra.Z Models (and procured them from Hong Kong!), which are a good match in size and shape. Furthermore, due to the more massive rear end and potential operations from less-than-perfect runways, I decided to replace the original twin main wheels with four-wheel bogies, taken from the remains of a Hasegawa 1:200 Boeing 747 kit. Since the 727’s main landing gear well doors remain closed on the ground, this change was relatively simple to make.

 

The only major change beyond the engine nacelle swap concern the fin and the tail tip: the original 2nd engine and its air intake with the S-duct had to go. This stunt was more challenging than it sounds at first, because the intake duct widens the fin’s root considerably, and the respective bulge reaches very far back, almost reaching the rudder!

This meant that a considerable portion of the fin had to be cut away, what also left a gap in the fuselage spine. The latter was filled with a piece of 0.5mm styrene sheet from inside of the fuselage (before the halves were glued together), and then a “prosthesis” from 1.5mm styrene sheet was inserted into the gap in the fin, trying to sculpt a suitable profile with a mild curve at the fin’s base, inspired the early 737s’ fin shape.

Around this skeleton, I built the new fin with the help of 2C putty, because some serious sculpting was necessary to create a suitable fin profile and shape that would blend into the existing fin section. A proper intersection at the fin’s base had to be created, too, a real 3D puzzle, more complex than one might think at first!

 

The tail exhaust opening was trimmed down to a wedge shape, and then the tail tip was filled/sculpted with a 2C putty plug, creating a clamshell shape for the fictional brake parachute container without extending the tail tip too much.

A small APU outlet was added on the new tail tip’s starboard side, too, while the APU’s intake was placed in the fin’s lower leading edge. The original ventral APU intake between the wings was faired over.

 

One of the Minicraft kit’s weak points is the shape of the wings’ leading edges: they look very crude and solid, with an almost vertical front. In an attempt to mend this flaw, I tried to give the leading edges a more rounded shape with the help of putty.

 

The model’ nose section was filled with a lot of lead and, for the model’s in-flight pics, I added a ventral, vertical styrene tube in the model’s center of gravity as a display holder adapter.

  

Painting and markings:

The idea behind this four-engine 727 was a dedicated “hot & high” variant, so I searched for an obvious operator, and it was to be a commercial airline. Mexico became my first and favorite candidate, despite the fact that Aéromexico did not operate any Boeing aircraft during the Seventies, rather a fleet of mixed Douglas aircraft. I also found the airline’s livery of that era to be very attractive, with an NMF finish and orange and black trim - very elegant and colorful.

 

Finding suitable decals became a challenge, though. After some research I found a DC-8 Aéromexico sheet from 26decals – it not only matched the intended time slot, it also had the benefit of coming with separate decals for cheat lines and windows. This was a perfect match for the window-less Minicraft Boeing 727 kit, and, as a convenient complement, the kit’s C-22 boxing had the benefit that it depicts a uniform, white aircraft, so that its decal sheet comes with “clean” window and door decals, without any colored background. A perfect match for my plan!

 

Painting was straightforward. After having finished the building phase, I gave the model an initial coat of grey acrylic primer from the rattle can. Some small surface blemishes had to be corrected, and then I added light grey panels on top of the wings and the stabilizers (Humbrol 40, gloss FS 36440). The fin as well as the engine pods and the wing tips were painted in orange; Humbrol 18 (Gloss Orange) came very close to the decals’ tone. These areas were masked with Tamiya tape and then the model received an overall coat with a tone called “White Aluminum”, also from the rattle can.

 

Thereafter, the decals for the orange and black trim were applied. Since the DC-8 decals would not fit the 727 fuselage in every place, orange paint and generic black and silver decal stripes (TL Modellbau) were used for fine-tuning. Once the “style” decals were applied, the windows were added and the model received an overall coat of gloss acrylic varnish, also from the rattle can.

 

In a final step, the landing gear (painted all glossy white) was mounted.

  

This conversion appears simple at first sight, but the execution caused some headaches. The challenge was not so much building this model, but rather getting all the major input parts and pieces together. Creating a new fin shape was also more challenging than one would expect at first sight. However, the result is quite subtle, and I guess that this fictional 727-300 might make some people look twice, since it reminds a lot of the (bigger) Vickers VC10. Indeed, the outlines are very similar.

 

lovely 60s pvc mini length mac, back view

Nikon D40

Focal Length: 40mm

Optimize Image: Custom

Color Mode: Mode II (Adobe RGB)

Long Exposure NR: Off

High ISO NR: Off

2009/12/06 18:47:09.8

Exposure Mode: Aperture Priority

White Balance: Auto

Tone Comp.: Auto

Compressed RAW (12-bit)

Metering Mode: Multi-Pattern

AF Mode: AF-A

Hue Adjustment: 0°

1/400 sec - F/10

Flash Sync Mode: Not Attached

Saturation: Auto

Color

Exposure Comp.: -0.7 EV

Sharpening: Medium high

Lens: 18-200mm F/3.5-6.3 G

Sensitivity: ISO 400

Image Comment: (c) Gerard Prins All rights reserved

Tel.: (56) 22758 7209

See how to style: hairstyleology.com/two-tone-brushed-up-undercut-with-blac...

by FUJINON XF56mm F1.2 R

84.0mm ( 35mm equivalent focal length )

Image Details

 

Camera........: Canon 60D

Lens..............: Sigma 10mm fisheye

Aperture........: f/13

Focal length.: 10mm

ISO Speed....: 100

Exposures.....: -2,0,+2Ev (1/10,1/40,0.4s)

Resolution....: 3456x5184

 

Photoshop

 

° Removing colour cast.

° Removed purple color fringing .

° Brightness with luminosity mask.

° High pass sharpening ( see below ).

 

About

 

Saturday I spent some quality time with my 12 - Soon 13 - year old daughter Caitlin.

We travelled by train to the station of Liège Guillemins (Luik), this futuristic train station

was designed by the famous Spanish architect Calatrava and it is a photographers dream, anywhere you look you wish to take another shot. Due to it's attractiveness to the camera, this station has quickly become a magnet for photographers, we didn't count the number of photographers we encounters but there sure were a lot.

 

While I was using my new 60D I let Caitlin use my 'old' 400D, photography is new for her but I'm sensing some talent there ;)

 

° My photoshop tutorial on Layers, Masks, Selections & Channels.

° Channel mixer tutorial to remove lens flare spots.

° Vertorama stitching

° High pass sharpening.

° My portfolio on fluidr

  

Usage

 

All my images are copyrighted.

If you intend to use any of my pictures, for any usage, you need to contact me first.

Thank you.

 

You

 

All tips, tricks & criticism are highly appreciated.

 

Thanks everyone for my 262 explore entries !!!!

 

Camera: Nikon 1 J4

Aperture: f/1.8

Exposure: ¹⁄₈₀ sec at f/1.8

ISO: 800

Lens: 1 NIKKOR 18.5mm f/1.8

Focal Length: 18.5mm (49mm in 35mm equivalent)

My satin dress should be of perfect length to show my stockinged legs. What do you think, is it okay?

2006 Featherlite H-3 45, #0139

Slide: 3

 

MODEL 2006 Featherlite H3-45

LENGTH 45.0 FT

TYPE Prevost

ENGINE TYPE Detroit Diesel Series

FUEL TYPE Diesel

SLIDES Three (3)

COLOR Custom

STOCK NUM #0139

  

COACH SPEC SHEET

Year: 2006 Mileage: 71,068

Make: Featherlite Engine: DDEC IV Series 60/500 HP

Model:H3-45 Triple Slide Trans: Allison HD 4060 – 6 spd.

VIN: 2PCV3349951010139 Floorplan: Triple Crown

Exterior Colors: Black – Gray – Red

Entry/Helm: Blue Pearl Granite steps w/no slip stainless strips and hidden shoe box – Gray leather dash

with Carbon Fiber dash inserts – Matching leather Pilot and Co-Pilot six way adjustable ISRI seats –

Electric cell shades – Large color adjustable back up monitor – AM/FM CD player – PC Miller Truckers

Navigation – Pneumatic tilt and telescopic steering wheel - Cruise control – Dash A/C w/auxiliary option –

Prevost leveling system – Allison retarder - Trailer brake – On Star – CB Radio – 5’ Co-Pilot TV.

Salon: Blue Pearl Granite floors with stainless inserts – Leather Ekorne recliner with leather Ottoman –

Workstation – Designer leather & fabric sofa/electric unfolding and folding bed – Decorative mirrored

ceiling with fiber optic lighting – 42” LCD drop down TV over pilots area – LED rope lighting – Bose

surround sound – DVD – In-motion Satellite.

Galley: Smoke colored Vitracore cabinetry – Blue Pearl Granite floors with stainless inserts - Corian

counter tops – 2 burner Kenyon cook-top – residential Jenn-Air Refrigerator with freezer drawer –

Advantium Convection microwave – storage space – Wine Rack display – Adjustable J-Lounge with over

head storage – chandelier.

Bath/Passage: Corian counter tops with integrated Corian sink – Private Lavatory with sink and storage

– Blue Pearl Granite floors with stainless inserts - exhaust fan – large Shower with elegant laser etched

glass artwork.

Stateroom: Custom designed mirrored ceilings with Fiber optic lighting – 42” LCD TV – Bose Surround

Sound – DVD and Satellite – Aiphone – King Bed – Black overhead Vitricore Cabinetry and Smoke

Vitricore throughout – smoke detector – Large lit laser etched glass display in rear with female silhouette

– contemporary Fabrica carpeting.

Exterior: 4 air horns – painted mirrors with heat – front lower Stainless inserts – driving lights – polished

Alcoa wheels with chrome lug covers – Bay Lights – Gerard Power Awning – (3) Zip Dee Power Slide

Awnings – mud flaps with stiffeners.

Tanks:

Diesel – 235 US Gallons Black – 80

Grey – 80 Fresh – 165

Systems: Power Tech 17.5 KW Generator – (2) Xantrex 4000 Watt Inverters – 4 Cruise Airs – Aqua Hot –

In Motion Satellite System – Power Shore Cord – Mach 5 water pump.

Bays: Curbside: 1st Full Open Bay with Joey Bed – 2nd Full open bay with Joey Bed – 3rd 17.5 KW Power

tech Generator and (2) 4000 Watt Xantrex Inverters w/ air chuck – 4th Entertainment Bay ( 32” Sony LCD

TV, Surround Sound and Pioneer Radio) – 5th Plumbing Bay

Road Side: 1st Full Open Bay with Joey Bed – 2nd Full open bay with Joey Bed – 3rd Cruise Airs –

4th Battery Bay (8 8D Batteries) – 5th Pluming Bay.

 

While every attempt has been made to provide an accurate

equipment listing and mileage statement Millennium is not

responsible for errors or omissions.

Festa Al Cel 2015, Mataró (Barcelona).

 

Aircraft Catalina G-PBYA

Wingspan 104 feet

Wing area 1400 sq feet

Length 63 feet 10 inches

Height 18 foot 10 inches

Weight 26453lbs

Engine 2 x Pratt &Whitney R1830 1200Hp each

Fuel1458 Imp Gallons

Oil 40 Imp gallons

Speed 115kts

Crew Captain, Co-Pilot & Crew Chief

 

G-PBYA (formerly C-FNJF) - now based at Duxford Airfield, Cambs, England (previously at Nanaimo, Vancouver Island, British Columbia, Canada)

 

Yet another surviving Catalina that owes its continued existence to the need for aerial fire fighting aircraft, C-FNJF flew in this role for many years, not only in various Canadian Provinces but also in the South of France.

 

Its military career as a Royal Canadian Air Force Canso A, serial 11005, included wartime usage with 9 (BR) Squadron and a post-war spell with the famous 413 Tusker Squadron which had operated Catalina flying boats with distinction within the Royal Air Force in Scotland and the Indian Ocean Theatre during the Second World War. When 11005 was with 413 Squadron, it was engaged in more peaceful aerial mapping and photographic reconnaissance out of Rockliffe, Ontario, work that mostly took it northward and up into Arctic regions. It also flew with 121 Search & Rescue Flight from Sea Island, Vancouver. After being withdrawn from military service in 1959, it was stored for a time at Lincoln Park and was formally struck off charge in May 1961. It was initially sold to Frontier Air Transport and was intended for use by CANSPEC as a water bomber with under-wing tanks. Instead, it appears to have been converted by Field Aviation with internal hull tanks.

 

In 1963, it was with Kenting Aviation of Toronto and, in their ownership, it spent several seasons in France as they hired their water bombing fleet out on a regular basis. In France, it was operated by the French Government body, Protection Civile, based at Marseille. In common with all of the Protection Civile Catalinas, it bore a coloured identification stripe, in this case blue, on the rear hull and was known by the call sign Pelican Bleu. It is known to have flown in France during the 1966, '67 and '68 seasons and carried two different French Government registrations, F-ZBAY and F-ZBBD.

 

In 1974, it parted company with Kentings as they disposed of their fleet and it then flew for a while with Prince Albert-based Norcanair on fire fighting duties in Saskatchewan. It carried a vivid white, grey and dayglo orange livery with the hull code '14'. Around 1980, it was taken over by the Province of Saskatchewan fire fighting service at La Ronge and was eventually repainted bright yellow with green and red trim, coded '7'.

 

As one of a fleet of three Catalinas flown by the Province, it soldiered on for many years, maintained in superb condition and operated alongside more modern equipment in the fleet, namely Grumman Trackers and Canadair CL-215s. On one memorable occasion, it flew in a local air display with its two sister aircraft and a formation water drop was carried out at low level!

 

All good things come to an end and the Province decided to dispose of its Catalinas. C-FNJF flew to St Thomas, Ontario with C-FNJB where it was placed on the market by Hicks and Lawrence. Whilst there, both Catalinas were surveyed by representatives of a Zimbabwe-based concern owned by Malaysian businessmen. At that time, they were in the early stages of setting up a tourist charter operation based in Harare in which the two Catalinas were to feature strongly.

 

In due course, both C-FNJF and C-FNJB were purchased and flown across the Rockies to Nanaimo on Vancouver Island. Once there, C-FNJF was immediately hangared and work started on stripping out the water tanks from within the hull and replacing them with internal fittings suitable for passenger carrying including an air stair and panoramic view blisters. The work was carried out by Ray Williams and his local company Catalina Aero Services. C-FNJF remained at Nanaimo and was put up for sale in late-1999 without the operation in Zimbabwe getting off the ground.

 

C-FNJF was purchased by Duxford-based Catalina Aircraft Ltd in August 2002. The company has been formed to enable 20 shareholders to own a share of this classic piece of aviation history, to participate in its operation and, if qualified, to fly the aircraft as pilot. The aircraft has now been returned to fully airworthy state and was ferried to her new base at Duxford Airfield, England in March 2004, from where she is now being operated by Plane Sailing.

 

Registration: G-PBYA

 

Constructors Number: CV283

 

Place of Manufacture: Cartierville

 

Previous id(s): C-FNJF, CF-NJF, F-ZBBD, CF-NJF, F-ZBAY, CF-NJF, 11005 (RCAF)