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Látogatás a Nemzeti Tengerészeti Múzeumban, Greenwich-ben. A múzeum a csillagvizsgálóval egy egységet alkot, látogatása ingyenes, és állítólag a világ egyik legnagyobb hasonló gyűjteménye.
Frigyes herceg bárkája - egy igen szép és régi hajó...
After the observatory, we visited the National Maritime Museum - we only spent 40 minutes there, and did not find it exciting enough to stay longer...
This state barge was built for Frederick, Prince of Wales, eldest son of King George II. At around 19.2 m (63 ft) in length, it is one of the Museum's largest objects.
She was designed by the architect, landscape gardener and painter William Kent, and built by John Hall on the south bank of the Thames just opposite Whitehall in 1732. Kent’s drawings for the barge, including a hull plan, have been preserved at the Royal Institute of British Architects.
The hull is built in the wherry tradition and the barge had 21 oarsmen. The original oars are still in her. The carving was executed by James Richardson, who succeeded Grinling Gibbons as Master Carver to the Crown in 1721. Paul Petit used 24-carat gold leaf throughout to gild it. The stern emblem is the Garter Star below the Prince of Wales’ Feathers. At a later date a crown was added to the roof.
The barge’s first journey was to convey the Royal party (the Prince of Wales, his mother Queen Caroline and his five sisters) from Chelsea Hospital to Somerset House to inspect the cleaning of the royal collection of paintings. They were accompanied by officers and ladies in a second barge and a 'Set of Musick' in a third.
The barge was often used for journeys of pleasure connected with paintings and music. In 1749, for a regatta in Woolwich she was decorated in the newly-Chinese style or chinoiserie, and the 21 oarsmen were dressed in oriental costume.
After Prince Frederick’s untimely death in 1751, the barge became the principal royal barge used by successive monarchs. In 1849 she made her last appearance afloat when Prince Albert with two of his children was rowed to the opening of the Coal Exchange. She was then sawn into three sections and stored in the Royal Barge House at Windsor Great Park for over 100 years before being brought to the Museum.
First, a note: I am not a professional, nor do I pretend to be. The usual frantic pace of the end of the semester has kept me from “playing” with the new toy for any length of time.
Conditions of the test
This particular gym is dark and has mixed lighting. Without an Expodisk, the D200 (and the D50 I used last year) rendered images with a strong yellow and/or green cast.
Settings
I used a variety of settings during this tournament. All pictures were shot using auto ISO and auto white balance. The picture controls were normal, with sharpening set to 7. Noise reduction was set to low. I finally settled on the manual mode, 1/400th of a second with an aperture of f2.8. I used a variety of auto focus modes but most of these were shot in single point mode. The metering mode was centerweight.
I used a Nikor AF-S 80-200 f2.8 for all of these shots.
Post Processing
I used Capture NX to convert the files from RAW to JPEG—after I backed everything up, as Capture NX supposedly doesn’t play well with OS X 10.5. The first images are straight from Capture NX, with no additional processing except for a little resizing in Photoshop (the JPEG files out of NX were over Flickr's 10 mb file size restriction). The second example was post processed in Photoshop CS3 with the Define 2.0 plugin.
Conclusions
The D300 is a complicated beast, far more so than the D200. I’ve used a variety of focusing modes: the 3D tracking is a wonder to behold, in the right conditions. A basketball court full of players with similar uniforms isn’t the best situation. I’ve had good results with focus priority (9 point), but I seem to get the best results with the good, old fashioned single point mode.
The auto WB is a wonder. Exposure is quite good, although I was admittedly pushing it with these images. The end of the gym I usually shoot from has an overhead track that prevents any light from reflecting back onto the players’ faces, resulting in a bad combination of dim light and silhouetted players. The D300 handled the situation quite well.
The noise is quite acceptable for my use. Yes, it’s there and quite evident, particularly at 100%. Given that most of these shots were taken with an ISO of 2000 or above, I don’t think that’s bad.
What’s also present is detail: in one shot, the threads on the player’s uniform are quite visible. I could not have done that with the D200 under these conditions, period.
I printed a 13” by 19” shot from a different game that looked good at normal viewing distances (I did clean it up with Define). That might be stretching it, but it also gives you an idea of how much the high ISO game has changed in the past few months.
I’m not a pixel-peeper, so I’ll let viewers form their own judgments. I’ve only held a 40D in a store, I’ve never used a Canon dSLR and I’m neither inclined nor qualified to render a judgment on the image quality of the respective devices. I’m a neutral party in the Canon/Nikon war. Both companies make fantastic cameras, and I’m sure the 40D is capable of giving fine results in similar conditions.
Apparent length 1.7 cm. Flits from leaf to leaf on the wing like a wasp. Very difficult to get close to. Early wet season emergence. Neocollyris sp. cf. bonelli which appears to be darker in coloration.
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.
one caucasian man showing pointing empty copy space full length silhouette in studio isolated white background
Lighting - SB26 + Prokit Beauty Dish for main with CTO gel
SB26 + prokit reflector for edge light with CTO gel
Canon 5D mkII 85mm f1.2L II Lens iso200 1/160@f4
More information about this photoshoot at:
mizomi.blogspot.com/2011/01/studio-shoot-with-kayo-and-ya...
The River Test at Leckford
The River Test is a river in Hampshire, England. The river has a total length of 40 miles (64 km) and it flows through downland from its source near Ashe, 10 km to the west of Basingstoke, to the sea at the head of Southampton Water. In its upper reaches it is a chalk stream, known throughout the world for the excellent quality of its fly fishing for trout.
The river rises near the village of Ashe, and flows west through the villages of Overton, Laverstoke, and the town of Whitchurch, before joining with the Bourne Rivulet at Testbourne and turning into a more southerly direction. It then flows through the villages of Longparish and Middleton to Wherwell and Chilbolton, where the Rivers Dever and Anton contribute to the flow.
From Chilbolton the river flows through the villages of Leckford, Longstock, Stockbridge and Houghton to Mottisfont and Kimbridge, where the River Dun joins the flow. From here the village of Timsbury is passed, then through the grounds of Roke Manor before reaching the town of Romsey. On the western edge of Romsey, Sadler's Mill, an 18th Century watermill, sits astride the River Test.
South of Romsey, the river flows past the country house of Broadlands, past Nursling that was once the site of a Roman bridge, and between Totton and Redbridge. Here the river is joined by the River Blackwater and soon becomes tidal, widening out into a considerable estuary that is lined on its northern bank by the container terminals and quays of the Port of Southampton. Finally the Test estuary meets that of the River Itchen and the two continue to the sea as Southampton Water.
Between Chilbolton and Redbridge, the river was once paralleled by the abandoned Andover Canal. Much of the length of this canal was converted to a railway in 1865, and much of this railway has since also been abandoned. As a result, most traces of the canal have completely disappeared, although the remains of a stretch of the canal can still be seen between Timsbury and Romsey.
The river is managed by the Environment Agency, whilst the Port of Southampton is the navigation authority for the tidal section below Redbridge.
The River Test has given its name to the Test Valley District, a local government district in the area, and to Southampton Test, a UK Parliament constituency.
Leckford is a village and civil parish that lies on the eastern bank of the River Test just to the south of its confluence with the River Anton, to the east of Longstock and south of Chilbolton. The parish has a population of around 136.
The parish church, St Nicholas's has a 13th-century core, rebuilt in the 16th century and much restored since. Leckford was on the Andover Canal which later became the Andover and Redbridge Railway, but did not have a station. The route through Leckford today is used by the Test Way long distance footpath. In the second world war, Leckford shared a boundary with Chilbolton Aerodrome which was used by the allied air forces in the later days of WW2
The parish contains the Leckford Estate, owned by the John Lewis Partnership.
The thatched fishing lodge here was built in the late 18th century. On the bridge are eel traps which traditionally were widespread, and have been invented independently around the word. The New Zealand Māori wove intricate eel pots they called hīnaki from the stems of climbing plants. At their best, these were works of art.
en.wikipedia.org/wiki/River_Test
Walnut Neck
Bubinga Fingerboard
25 inch Scale Length
Walnut top/ Alder Back Body
2 Original Humbucker
ID : 20120330
Dressed for Paida's party, in front of my newly painted red wall...I love its richness and the fact that it went up pretty quickly! Now I just have to find the right green for the adjoining wall....hmmmmm...next year?!
For FGR: Keeping at Arms Length
Navy 100% organic cotton jersey floor-length dress with a 4" train in the back. Rear hem is stenciled with navy tone-on-tone stars.
This Canon Autofocus Lens provides an ultra wide-angle view and has the shortest focal length in the line-up of L series lenses. It features completely redesigned optics including two high-precision Aspherical elements and two UD-glass elements.
Isolated full length studio shot of a confident businessman looking at the camera with his hands clasped.
(Copyright © 2011 K Harwin)
This was taken with my new Canon 60d, in which I'm very impressed with.
I've been in the Garden nearly all-day looking for one of these and then Five turn up. lo
I chose to do the selective colour so the insect would stand out more and the eye wouldn't go else where.
Equipment & Settings Used.
Camera: Canon EOS 60D
Lens: EF100mm f/2.8 Macro USM
Tubes: Kenko Extension 20mm & 36mm used
Exposure: 0.008 sec (1/125)
Aperture: f/2.8
Focal Length: 100 mm
ISO Speed: 400
Lodhie Foundation sets up Basketball at Chhor Boys High School in Umerkot District of Sindh Province in Pakistan on Jan29, 2014
The Basketball system was built, installed and game initiated by the fine team of Shaantech KEPZ Karachi in collaboration with students, teachers, staff of the Chhor Boys school. This team game initiative is part of our poverty alleviation and human development work being introduced in many unprivilaged rural areas and villages of Sindh as a start.
Team sports are equally as important as education in developing world class citizens.
Why I picked Basketball Halfcourt to Sindh villages and now schools. 1) All ages have fun playing it 2) Can be set up in any small area of village, home, school or factory 3) Very low cost set up and material 4) Very easy to learn to play 5) Teaches teamwork to win 6) Teaches you to stay focused, be unselfish 7) Gives very healthy exercise 8) Length of game only 1 hour or less 9) Encourages and allows participation of family, friends, teachers
The lengths some of the Japanese and Korean acts at the Edinburgh Fringe go to to promote their shows to the public each year in the street always amuse me - definite highlights. Fortunately their methods often make them some of the most photogenic performers too, in comparison to the approaches of others.
___________________________
This is the one of a series of shots taken at the Fringe in Edinburgh on Sunday. They cover a range of styles, from architecture shots to individuals taking part in street performance.
* Average Length: (Adult) 35-50 ft (Newborn) 13-16 ft
* Average Weight: (Adult) 23-30 tons (Birth) 1-2 tons
* Population: 18,000-20,000 (2002 figure)
* Lifespan: estimated to be around 40 years (1998 figure)
* Threats: Caught in fishing nets, human disturbance, and being tangled in marine pollution
* The flukes (tails) have a distinct pattern on the underside, much like our fingerprints
* The humpback whale breaches more frequently than other baleen whales
* The Pacific humpback's pectoral fins are white underneath & black on top..
* The Atlantic humpback's pectoral fins are white on both sides- which makes it easier for us to see them
* While in their breeding grounds- the whales do NOT eat!
* Some humpbacks feed in the Southern Ocean and go north to their reproductive areas!
* Can stay underwater for 30 minutes but often dives for much shorter periods of time, usually 5 to 10 minutes
* Humpbacks emit high frequency "clicks" reaching 30,000 Hz
* The males produce, in frequencies between 20 and 9,000 Hz, songs that are the longest and the most varied in all the animal kingdom, with repeated sequences about 15 minutes long
* When they are in cold waters, the humpback whale eats 2 tons of fish and planktonic crustaceans a day, in 2 to 4 meals
IMO: 9190353
Name: TIFJORD
Vessel Type - Generic: Cargo
Vessel Type - Detailed: General Cargo
Status: Active
MMSI: 257114000
Call Sign: LAWN7
Flag: Norway [NO]
Gross Tonnage: 2999
Summer DWT: 5065 t
Length Overall x Breadth Extreme: 95.16 x 13.17 m
Year Built: 1999
Home Port: TRONDHEIM
This is a rough test of how an item looks when photographed using various focal lengths. I zoomed in and out with the lens and then "zoomed with my feet" to try to make the image approximately equivalent in size. There is no cropping to any of the four images so you can see the full frame. The 17 foot distance was too much for the flash on my Nikon Coolpix 5400, so I boosted the brightness a bit. There is some vignetting noted at the closest distance.
Otherwise, I'd say that it's a little hard to pick out any perspective shifts and so on. I took all four shots seated in the same chair so I would not alter my point of view.
Look at the metal box in front of the plant. As I move my camera physically closer and closer, you can see more and more of the top of the box. This is even more evident if you look at the top of the desk itself or the stair treads.
Take note of the leaves that "appear" as the camera is positioned farther from the subject. In the first image, I am rather close to the plant so some leaves are hidden behind others. As I move farther away, I have a broader view and I can see more leaves. So can the camera.
There is also a noticeable amount of barrel distortion in the wide angle view. You can detect this easily if you look at the lines in the wood panels on the wall.
Spend some time here and see what other subtle differences you can detect.
Isolated high angle full length studio shot of a woman in a dress made of neckties looking at the camera while posing.
i forgot to do one in october, didn't i?
well, it's been so long since I straightened my hair I don't know what to say!
Blade Length: 5 1/2 inches
Blade Width: 1 1/4 inches
Blade Thickness: 3/16 inch
Blade Material: CPM 154 Stainless
Handle Length: 4 3/4 inches
Total Knife Length: 10 1/4 inches
Price: SOLD - AVAILABLE BY ORDER
Shipping, handling, insurance: $20.00 USD
TO PURCHASE CALL RANDY @ 928-337-2594 or e-mail him at randylee.knives@yahoo.com
This knife was a special order by a customer of ours, and it is awesome! The 5 layer handle is made of stabilized water buffalo horn, Stellar sea cow and fire amber. Red fiber and nickel silver spacers add beauty and stability to the handle. The CPM 154 blade is mirror polished, as are the nickel silver fittings. The fittings have been engraved by the famous Bruce Shaw, who also added a fire amber inlay in the pommel, which is exquisite!! A hand-tooled cowhide sheath with faux ostrich inlay and zippered case are included.
Oldies but Goodies!
Nikon D3s
Nikkor 400mm f/2.8 AIS + TC-301 (2x)
Focal length: 800mm f/5.6
Un grand héron bleu marchant/chassant pour trouver des poissons à manger.
English:
The great blue heron is a large wading bird in the heron family Ardeidae, common near the shores of open water and in wetlands over most of North America and Central America, as well as the Caribbean and the Galápagos Islands. It is a rare vagrant to coastal Spain, the Azores, and areas of far southern Europe.
It is the largest North American heron and, among all extant herons, it is surpassed only by the goliath heron (Ardea goliath) and the white-bellied heron (Ardea insignis). It exhibits a minor degree of Sexual dimorphism; with males slightly larger than females, but otherwise the sexes are not easily outwardly distinguishable. It has head-to-tail length of 91–137 cm (36–54 in), a wingspan of 167–201 cm (66–79 in), a height of 115–138 cm (45–54 in), and a weight of 1.82–3.6 kg (4.0–7.9 lb).
Français :
Le Grand Héron (Ardea herodias) est une espèce d'oiseaux de la famille des ardéidés (hérons et butors).
C'est un oiseau commun dans la plus grande partie de l'Amérique centrale et du nord ainsi que dans les îles des Caraïbes et Galapagos, à l'exception du grand nord américain ou des régions désertiques ou montagneuses dans lesquelles il ne pourrait pas trouver d'étendues d'eau pour se nourrir.
C'est le plus grand des hérons américains. Il mesure environ 1,20 m de haut et entre 1,08 et 1,32 m de long. Son poids oscille autour de 2,6 kg, la femelle étant légèrement moins lourde. Son envergure totale atteint entre 1,83 et 2,14 m.
Source: Wikipedia
Fonte Official FB page :
Heroes push us to excel. Their will, courage, and sacrifice can bring out the best in the world around them.
Fittingly, on their fifth full-length album, The Last Hero, hard rock juggernaut Alter Bridge pursue a level of excellence inspired by timeless heroism. Making the record became something of a personal quest for the quartet—Myles Kennedy [vocals, guitar], Mark Tremonti [guitar, vocals], Brian Marshall [bass], and Scott Phillips [drums]. In 2013, the band reached an elevated creative and critical milestone with Fortress. It bowed at #12 on the Billboard Top 200, moving over 30,000 copies first-week and earning unanimous tastemaker praise. The record garnered perfect scores from Total Guitar and KERRANG! as well as acclaim from Billboard, The Guardian, Loudwire, Ultimate Guitar, and many more. In between sold out tours in Europe and North America, the guys appeared on VH1 and graced the cover of Classic Rock Magazine who labeled Fortress, “The best thing they’ve ever done,” while Eddie Trunk called it, “A top 10 album of the last 10 years.” When it came time to write new music, the musicians collectively raised the bar yet again.
“Every time we do a record, my only goal is for people to simply think it’s better than the previous one,” declares Mark. “We pushed ourselves so hard last time, and we knew were going to push ourselves much harder here. When we brought material in, it had to outdo Fortress.”
“We always strive for that,” agrees Myles. “While recognizing where we’ve come from, we wanted to expand what Alter Bridge is. This record is definitely an exploration of the hero theme—whether it be the lack of heroes, the need for heroes, or a tribute to heroes. There’s a story in there.”
Myles wrapped up touring with Slash, and Mark finished up a successful run supporting his second solo album Cauterize in late 2015. By January 2016, the four members congregated back in Orlando with longtime producer Michael “Elvis” Baskette [Slash, Trivium]. Over the next four months, they diligently assembled and tracked the 13 songs comprising The Last Hero.
“Because we have very finite windows of time to put these records together, it’s nonstop when we regroup,” explains Myles. “Each writer is very involved.”
“We’d work all day in the studio, and Myles and I would go back to my house and come up with ideas all night,” recalls Mark. “We set up camp in my kids’ playroom with a Garage Band system to prepare for the next day. It was intense.”
Constantly progressing, the boys decided to employ some fresh techniques, utilize more alternate tunings and even recorded on a seven-string guitar for the first time.
“We don’t want to put out the same thing over and over again,” Tremonti continues. “We want to keep everyone guessing. There are three new tunings, and that helped keep us inspired. I’d never recorded on a seven-string until now. This is the first record where Myles planned out his solos beforehand. In the past, he would wing it with this magical, improvisational touch. What he did is amazing. Me and Slash have both said he’s the best guitar player in our bands.”
“We weren’t afraid to travel certain roads we might’ve been hesitant to venture down on the last two albums,” adds Myles. “As a result, some of the songs are more uplifting and melodic. There was certainly a psychological shift. We embraced the past. You hear elements of each record throughout our history.”
The Last Hero opens with the urgent, untamed, and undeniable “Show Me A Leader.” Following an intricate clean intro, the song gallops into a rapturous chant punctuated by fierce and fiery seven-string shredding. It’s a clarion call for the next phase of Alter Bridge.
“Lyrically, it definitely reflects the frustration a lot of people are feeling with the current state of the world,” admits Myles. “The world is looking for trustworthy effective leadership and not this undignified dog and pony show that’s really made a mockery of our system.”
“It’s indicative of our process,” Mark goes on. “Myles had this guitar intro that I loved, and I had the chorus. We put them together. The words call out for a proper leader.”
“My Champion” climbs from a swell of delay into an impressive guitar lick before Myles delivers one of the most spirited choruses of their career to date. “The lyric was actually inspired by thinking back to my situation as a kid,” he remembers. “I was this really small, underdeveloped kid who had to work extremely hard to keep up with all of my peers. It was very frustrating. I would hear a lot of words of encouragement from parents, coaches, or teachers though. A lot of those things were stored away, and they manifested themselves in this song. I’ve been able to apply some of those concepts in my life a thousand times over since then.”
Then, there’s “Poison in Your Veins,” which channels an airy refrain through a whirlwind of guitar Sturm und Drang. “This song showcases the inner dialogue in one’s head; serving as reminder to live life courageously, take chances, and ultimately believe in yourself. It’s not a new theme for us, but definitely one that can never be overstated," explains Myles.
Tremonti adds: “We wanted to make it as musically interesting as possible, while preserving a hook.”
“Losing Patience” tempers a bombastic drum groove with an ominous and poignant proclamation, while the ballad “You Will Be Remembered” evinces another side of the sound. “It’s a tribute to heroes like anybody who’s served the country or community,” Myles remarks. “The song touches on the ultimate sacrifice soldiers, police, and firemen are willing to give.”
Nearing seven minutes, the title track and finale ebbs and flows between hypnotic heaviness and an instrumental elegance that’s cinematic in scope. “That’s probably my favorite track,” he states. “Whether it’s today, 100 years ago, or 1,000 years ago, being a human on this planet is never easy. We’re going through a lot. The need for heroes, positive influences, and good leadership is obvious, but we definitely need it right now.”
“Fans love the epic side of Alter Bridge,” Mark says. “We tried to stretch the boundaries again. The arrangement isn’t typical at all. It’s an important moment for the record.”
Ultimately, Alter Bridge heroically deliver for fans worldwide and rock music at large.
“It’s good to be back in the Alter Bridge battle,” Myles leaves off. “Every time we do a record, I’m reminded of how great it is to have this passionate and loyal audience. We don’t take it lightly. We consider it an honor that people let us into their lives that way.”
This full-length portrait sculpture of Dr. Sun Yat-sen designed by sculptor Chen I-fan was dedicated along River Street Mall, at the corner of North Beretonia Street and River Street, on October 9, 1976.
The Chinatown Historic District is bound by Honolulu Harbor, Nu'uana Stream, Nu'uana Avnue, and Beretania Street. Hawaii's first Chinese arrived on merchant ships in 1789, followed by largest a large influx of laborers imported in the 1850's to work on the sugar plantations. By 1882, the Chinese in Hawaii formed 49% of the total plantation working force, and for a time outnumbered Caucasians on the island. By 1884, the Chinese population in Honolulu reached 5,000, and as their contracts expired, they gravitated towards downtown to build restaurants and herb shops and develop a flourishing opium trade. Chinatown. The area was destroyed in two successive fires in 1886 and 1900, the latter of which was started after an attempt to burn a building infected with Bubonic plague got out of control. Despite divisive political sentiment against Chinese immigration, Chinatown was rebuilt at the turn of the century. After World War II the area fell into disrepair and became a red-light district until recent revitalization plans have breathed new life into the historical neighborhood.
Chinatown Historic District National Register #73000658 (1973)
Focal Length : 50mm, Aperture: 0.95, ISO : 80, Shutter Speed : 1/750.
Trying to focus with an aperture of f/0.95 is so difficult for me as my vision is getting poorer and poorer. It makes me wonder whether I should stick with the dSLR with autofocus, but I do like the color saturation of the Leica M9.
The Churchill Barriers are a series of four causeways in Orkney with a total length of 1.5 miles. They link the Mainland in the north to South Ronaldsay, via Burray, and the two smaller islands of Lamb Holm and Glimps Holm.
The barriers were built in the 1940s primarily as naval defences to protect the anchorage at Scapa Flow, but now serve as road links, carrying the A961 road from Kirkwall to Burwick.
On 14 October 1939, the Royal Navy battleship HMS Royal Oak was sunk at her moorings within the natural harbour of Scapa Flow by the German U-boat U-47. Shortly before midnight on 13 October U-47, under the command of Günther Prien, had entered Scapa Flow through Kirk Sound between Lamb Holm and the Orkney Mainland. Although the shallow eastern passages had been secured with measures including sunken block ships, booms and anti-submarine nets, Prien was able to navigate the U-47 around the obstructions at high tide. He launched a torpedo attack on the Royal Navy battleship while it was at anchor in Scapa Flow. The U-47 then escaped seaward using the same channel by navigating between the block ships.
In response, First Lord of the Admiralty Winston Churchill ordered the construction of several permanent barriers to prevent any further attacks. Work began in May 1940 and was completed by September 1944. The barriers were officially opened on 12 May 1945, four days after the end of World War II in Europe.
The contract for building the barriers was awarded to Balfour Beatty, although part of the southernmost barrier (between Burray and South Ronaldsay) was sub-contracted to William Tawse & Co. The first Resident Superintending Civil Engineer was E K Adamson, succeeded in 1942 by G Gordon Nicol.
Preparatory work on the site began in May 1940, while experiments on models for the design were undertaken at Whitworth Engineering Laboratories at the University of Manchester.
The bases of the barriers were built from gabions enclosing 250,000 tons of broken rock from quarries on Orkney. The gabions were dropped into place from overhead cableways into waters up to 59 feet deep. The bases were then covered with 66,000 locally cast concrete blocks in five-ton and ten-ton sizes. The five-ton blocks were laid on the core, and the ten-ton blocks were arranged on the sides in a random pattern to act as wave-breaks.
A project of this size required a substantial labour force, which peaked in 1943 at over 2,000.
Much of the labour was provided by over 1300 Italian prisoners of war who had been captured in the North African Campaign, and were transported to Orkney from early 1942 onwards. As the use of POW labour for war effort works is prohibited under the Geneva Conventions, the works were justified as "improvements to communications" to the southern Orkney Islands.
The prisoners were accommodated in three camps, 600 at Camp 60 on Little Holm and the remaining 700 at two camps on Burray. Those at Camp 60 built the ornate Italian Chapel which survives and has become a tourist attraction.
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.