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Fog rolling around Jordan Harbour middle of the afternoon, on a hot muggy day! Drop it all and dash for the camera.
My dress will include these pockets and the view B shoulder buttons, but I don't care for the split front w/ grommets.
www.jcrew.com/womens_category/dresses/day/PRDOVR~F1836/F1...
When a car focuses on performance instead of aesthetics, you get a very subtle package that is very appeasing.
I also put the items I use less often further back, and got rid of a lot of items I have not used in ages. I cycled some panties I had not worn in a while back into the more commonly used section to spice things up, but got rid of any that were uncomfortable and meant I tended not to wear them. My best friend will be happy to note I culled a bunch of my granny bras. Of course I am mostly wearing nursing bras now anyway.
Taken at Forest Farm, Cardiff
Processed in Photoshop and Topaz adjust, DeNoise, ReMask and Simplify.
Blended textures in Photoshop
Textured background by kind permission of Darkwood67
www.flickr.com/photos/darkwood67/sets/72157623706589781/
Can I ask you not to send any join my group requests
Thank you for your comments and faves
Coachwork by Henri Chapron
Bonhams : the Zoute Sale
Sold for € 218.500
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in top-of-the-range models until earlier this year. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox.
Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Henri Chapron started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. In 1919 he started his own business in the well-to-do Parisian suburb of Neuilly-sur-Seine where his main activity was re-bodying cars that had been requisitioned in wartime by the French Government. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.
Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.
Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
According to the Henri Chapron Attestation on file, this car was built by Citroën in November 1966 and sent to the Charon Factory in Levallois Perret on the 24th of that month. Production number '9088', this car was built in the Chapron workshops as were all the convertibles marketed by Citroën at this time. It was completed on 28th February 1967 and returned to Citroën to be sold by one of the company's concessionaires. Citroën had introduced the superior green Light Hydraulic Mineral (LHM) fluid on all hydro-pneumatically suspended models in September 1966, making this car one of the first to benefit from this advance. Having the pre-facelift nose and the green LHM system makes this car particularly rare; indeed we are advised that only 42 DS21 Décapotable models were completed to this specification.
On 27th March 1967 the DS was sold new via the Citroën dealer in Nice to its first owner, Mr Jean Thore of Eze in the South of France. Mr Thore and Mme Dominique Thore enjoyed the car for 34 years. They always kept it at Eze and covered approximately 90,000 kilometres during their ownership.
In 2001, Australian Mr John Plooy was looking for a 'green fluid' DS21 Cabriolet and chanced upon this car. He wanted to keep the Citroën in the Netherlands and use it for annual trips to Italy. When the car arrived in Holland, Mr Plooy immediately sent it to marque specialist Bart Kocken; it turned out to be in excellent original condition, with no rust or evidence of past accident damage. Mr Plooy commissioned a mechanical overhaul of anything that required it, and had the car repainted and a new convertible top fitted.
This Décapotable retains its original chassis, body panels, interior, Jaeger dashboard, carpets and FM radio, and is in excellent original condition overall, something seldom encountered with these cars. Mr Plooy drove the DS only some 10,000 kilometres over the years, and in 2017 decided to sell it, having reached the age of 80 years. Offered with its original tools, jack, Chapron paperwork, etc, this rare and ultra-desirable soft-top DS is ready for the next owner to use and enjoy.
PRECIOSA ORNELA presents the new PRECIOSA Candy™ pressed bead from the PRECIOSA Traditional Czech Beads™ brand. PRECIOSA Candy™ is two-hole low cabochon with a round base with a diameter of 6 mm, 8 mm, 12 mm. The shallow curvature in the lower section greatly simplifies sewing round and joining up the beads or their use with other seed beads and selected beads from the PRECIOSA Traditional Czech Beads™ brand.
Visit our website for more information about the new PRECIOSA Candy™: PRECIOSA Candy™
Design: Helena Chmelíková
Photo was taken Dec 28th, 2011. This is Skaha Lake in British Columbia. Photo was taken with a Nikon D300 10-24mm lens 5 exposures. Processed in Photomatix Pro and then duplicate file processed in Topaz Simplify.
Dynamo ENB V3
Photoshop (Topaz Simplify 3)
Original Image for reference: puu.sh/dMDiU/21f25e0fb7.jpg
This image illustrates the Bristol VRL concept to its best advantage. Placing the engine longitudinally on the offside beyond the rear axle not only simplified the driveline but also enabled a rear entrance or exit to be fitted. One downside was that a long rear-overhang was required, which wouldn't have been acceptable on shorter chassis. I suspect that there may also have been some weight distribution issues. This is a 36 foot VRL-LL (vertical rear longitudinal-engine, long low chassis), a type that was offered but not actually built. Some very similar 36-foot dual-door (front and rear) buses were built for the South African municipality of Johannesburg on the marginal higher VRL-LH chassis. The bodies for these were built locally by Bus Bodies (SA) to a very neat design with equal-length side windows. My version uses standard ECW windows bays with an awkward half bay at the rear, as fitted to various bodies built by that concern. Interestingly ECW had produced drawings for a 36-foot body to a similar layout on what was then called the Bristol N-Type chassis, but using equal-width window bays. The unusual low-mounted route number was characteristic of most South African municipal fleets (01-May-10)..
All rights reserved. Not to be posted on Facebook or anywhere else without my prior written permission. Comments on this image are welcome here but for everything else, please send a Flickr mail. Further information about my Flickr images can be found here:
www.flickr.com/photos/northernblue109/6046035749/in/set-7....
"Think not my magic wonders wrought by aid
Of Stygian angels summoned up from Hell;
Scorned and accursed by those who have essay'd
Her gloomy Divs and Afrites to compel.
But by perception of the secret powers
Of mineral springs, in nature's inmost cell,
Of herbs in curtain of her greenest bowers,
And of the moving stars o'er mountain tops and towers." — TASSO, Canto XIV., xliii.
"Who dares think one thing and another tell
My heart detests him as the gates of Hell!" — POPE.
We need not go so far back as that to assure ourselves that many great men believed the same. Kepler, the eminent astronomer, fully credited the idea that the stars and all heavenly bodies, even our earth, are endowed with living and thinking souls.tor sketches for us the theory of the formation of our earth, and the successive changes through which it passed until it became habitable for man. In vivid colors he depicts the gradual accretion of cosmic matter into gaseous spheres surrounded with "a liquid non-permanent shell"; the condensation of both; the ultimate solidification of the external crust; the slow cooling of the mass; the chemical results following the action of intense heat upon the primitive earthy matter; the formation of soils and their distribution; the change in the constitution of the atmosphere; the appearance of vegetation and animal life; and, finally, the advent of man.
Now, let us turn to the oldest written records left us by the Chaldeans, the Hermetic Book of Numbers,* and see what we shall find in the allegorical language of Hermes, Kadmus, or Thuti, the thrice great Trismegistus. "In the beginning of time the great invisible one had his holy hands full of celestial matter which he scattered throughout the infinity; and lo, behold! it became balls of fire and balls of clay; and they scattered like the moving metal** into many smaller balls, and began their ceaseless turning; and some of them which were balls of fire became balls of clay; and the balls of clay became balls of fire; and the balls of fire were waiting their time to become balls of clay; and the others envied them and bided their time to become balls of pure divine fire."Could any one ask a clearer definition of the cosmic changes which Mr. Proctor so elegantly expounds? Here we have the distribution of matter throughout space; then its concentration into the spherical form; the separation of smaller spheres from the greater ones; axial rotation; the gradual change of orbs from the incandescent to the earthy consistence; and, finally, the total loss of heat which marks their entrance into the stage of planetary death. The change of the balls of clay into balls of fire would be understood by materialists to indicate some such phenomenon as the sudden ignition of the star in Cassiopeia, A.D. 1572, and the one in Serpentarius, in 1604, which was noted by Kepler. But, do the Chaldeans evince in this expression a profounder philosophy than of our day? Does this change into balls of "pure divine fire" signify a continuous planetary existence, Isis Unveiled: A Master-Key to the Mysteries of Ancient and Modern Science and Theology, published in 1877, is a book of esoteric philosophy and Helena Petrovna Blavatsky's first major work and a key text in her Theosophical movement. The work has often been criticized as a plagiarized occult work, with scholars noting how Blavatsky extensively copied from a large number of sources popular among occultists at the time.[1] However, Isis Unveiled is nevertheless also understood by modern scholars to be a milestone in the history of Western Esotericism.The work was originally entitled The Veil of Isis, a title which remains on the heading of each page, but had to be renamed once Blavatsky discovered that this title had already been used for an 1861 Rosicrucian work by W.W. Reade. Isis Unveiled is divided into two volumes. Volume I, The 'Infallibility' of Modern Science, discusses occult science and the hidden and unknown forces of nature, exploring such subjects as forces, elementals, psychic phenomena, and the Inner and Outer Man. Volume II, Theology, discusses the similarity of Christian scripture to Eastern religions such as Buddhism, Hinduism, the Vedas, and Zoroastrianism. It follows the Renaissance notion of prisca theologia, in that all these religions purportedly descend from a common source; the ancient "Wisdom-Religion". Blavatsky writes in the preface that Isis Unveiled is "a plea for the recognition of the Hermetic philosophy, the anciently universal Wisdom-Religion, as the only possible key to the Absolute in science and theology." Isis Unveiled is argued by many modern scholars such as Bruce F. Campbell and Nicholas Goodrick-Clarke to be a milestone in the history of Western Esotericism.[2] Blavatsky gathered a number of themes central to the occult tradition—perennial philosophy, a Neo-Platonic emanationist cosmology, adepts, esoteric Christianity—and reinterpreted them in relation to current developments in science and new knowledge of non-Western faiths. In doing so, Isis Unveiled reflected many contemporary controversies—such as Darwin's theories on evolution and their impact on religion—and engaged in a discussion that appealed to intelligent individuals interested in religion but alienated from conventional Western forms. Blavatsky's combination of original insights, backed by scholarly and scientific sources, accomplished a major statement of modern occultism's defiance of materialist science. In later theosophical works some of the doctrines originally stated in Isis Unveiled appeared in a significantly altered form,[note 1] drawing out confusion among readers and even causing some to perceive contradiction. Specifically, the few and—according to many—ambiguous statements on reincarnation as well as the threefold conception of man as body, soul and spirit of Isis Unveiled stand in contrast to the elaborate and definite conception of reincarnation as well as the sevenfold conception of man in The Secret Doctrine (1888). Blavatsky later asserted the correctness of her statements on reincarnation and the constitution of man in Isis Unveiled, attributing the resulting confusion and alleged contradictions to the more superficial or simplified conceptions of the ideas in Isis Unveiled compared to those of later works.[note 2][note 3] Modern Theosophists hold the book as a revealed work dictated to Blavatsky by Theosophy's Masters.Detractors often accuse the book of extensive unattributed plagiarism, a view first seriously put forth by William Emmette Coleman shortly after publication and still expressed by modern scholars such as Mark Sedgwick.[13] Similarly, Geoffrey Ashe notes that Isis Unveiled combines "comparative religion, occultism, pseudoscience, and fantasy in a mélange that shows genuine if superficial research but is not free from unacknowledged borrowing and downright plagiarism." Indeed, Isis Unveiled makes use of a large number of sources popular among occultists at the time, often directly copying significant amounts of text. However, rather than dwelling on the plagiarism, scholars such as Bruce Campbell argue: "Blavatsky was a person who had an original set of insights but who lacked the literary skills and knowledge of English sufficient to create a work on her own. Relying on written sources and help from friends, she formulated a unique and powerful expression of occult ideas."Joscelyn Godwin and K. Paul Johnson note that early scholarship seemed obsessed with the agenda of exposing Helena Blavatsky as a plagiarist and imposter, but such labels do not properly assess the Theosophical Society's place in the cultural, political, religious, and intellectual history of modern times. The work belongs to a broader movement that seeks to integrate the history of the occult sciences and of esoteric movements with more established subdisciplines. Modern copies of Isis Unveiled are often annotated, fully delineating Blavatsky's sources and influences. Historian Ronald H. Fritze considers Isis Unveiled to be a work of pseudohistory. Likewise, Henry R. Evans, a contemporaneous journalist and magician, described the book as a "hodge-podge of absurdities, pseudo-science, mythology and folk-lore, arranged in helter-skelter fashion, with an utter disregard of logical sequence.""Hermes," iv. 6. Spirit here denotes the Deity — Pneuma, [[ho Theos]].
Perfection as to know why God hath placed the earth in abscondito,* thous hast an excellent figure whereby to know God Himself, and how He is visible, how invisible."**
Ages before our savants of the nineteenth century came into existence, a wise man of the Orient thus expressed himself, in addressing the invisible Deity: "For thy Almighty Hand, that made the world of formless matter."*** There is much more contained in this language than we are willing to explain, but we will say that the secret is worth the seeking; perhaps in this formless matter, the pre-Adamite earth, is contained a "potency" with which Messrs. Tyndall and Huxley would be glad to acquaint themselves. One of Blavatsky's original goals in writing Isis Unveiled and founding the Theosophical Society was to reconcile contemporary advances in science with occultism, and this synthesis was one of the main appeals of Blavatsky's work for individuals interested in religion but alienated from conventional Western forms at the time. Theosophy adopted and addressed many ideas from late nineteenth century science. Some, like Darwin's theory of evolution, have continued to be accepted by the scientific community, while others, like the continent of Lemuria, though based on contemporaneous scientific theories, have long since been rendered obsolete by modern advances. The ignorance of the ancients of the earth's sphericity is assumed without warrant. What proof have we of the fact? It was only the literati who exhibited such an ignorance. Even so early as the time of Pythagoras, the Pagans taught it, Plutarch testifies to it, and Socrates died for it. Besides, as we have stated repeatedly, all knowledge was concentrated in the sanctuaries of the temples from whence it very rarely spread itself among the uninitiated. If the sages and priests of the remotest antiquity were not aware of this astronomical truth, how is it that they represented Kneph, the spirit of the first hour, with an egg placed on his lips, the egg signifying our globe, to which he imparts life by his breath. Moreover, if, owing to the difficulty of consulting the Chaldean "Book of Numbers," our critics should demand the citation of other authorities, we can refer them to Diogenes Laertius, who credits Manetho with having taught that the earth was in the shape of a ball. Besides, the same author, quoting most probably from the "Compendium of Natural Philosophy," gives the following statements of the Egyptian doctrine: "The beginning is matter [[archen meu einai ten hulen]], and from it the four elements separated. . . . The true form of God is unknown; but the world had a beginning and is therefore perishable. . . . The moon is eclipsed when it crosses the shadow of the earth" (Diogenes Laertius: "Prooein," §§ 10, 11). Besides, Pythagoras is credited with having taught that the earth was round, that it rotated, and was but a planet like any other of these celestial bodies. (See Fenelon's "Lives of the Philosophers.") In the latest of Plato's translations ("The Dialogues of Plato," by Professor Jowett), the author, in his introduction to "Timaeus," notwithstanding "an unfortunate doubt" which arises in consequence of the word [[illesthai]] capable of being translated either "circling" or "compacted," feels inclined to credit Plato with having been familiar with the rotation of the earth. Plato's doctrine is expressed in the following words: "The earth which is our nurse (compacted or) circling around the pole which is extended through the universe." But if we are to believe Proclus and Simplicius, Aristotle understood this word in "Timaeus" "to mean circling or revolving" (De Coelo), and Mr. Jowett himself further admits that "Aristotle attributed to Plato the doctrine of the rotation of the earth." (See vol. ii. of "Dial. of Plato." Introduction to "Timaeus," pp. 501-2.) It would have been extraordinary, to say the least, that Plato, who was such an admirer of Pythagoras and who certainly must have had, as an initiate, access to the most secret doctrines of the great Samian, should be ignorant of such an elementary astronomical truth....Theosophy and Occultism as a whole gained a level of sophistication through the adoption of religious terms largely absent from the preceding Spiritualism movement. However, as Theosophy continued to grow as a religion, it became stuck with certain scientific ideas even after they had been discarded by the scientific community. The inability to adapt to scientific progress presents a disparity between modern Theosophy and the society's original motivations.[3] K. Paul Johnson also notes that many of the more mythical elements of Blavatsky's works, like her later Masters, rather than being outright inventions, were reformulations of preexisting esoteric ideas and the casting of a large group of individuals—who helped, encouraged, or collaborated with her—under a mythological context; all driven by Blavatsky's search for spiritual truth.
en.wikipedia.org/wiki/Isis_Unveiled
Une position critique avec une pointe d'humour pour grimper sur des murs de certitudes ; les privilèges sont au cœur des des débats.Débats gravés dans la pierre tendre.Débat ou ébat amoureux avec l'art de se griller dans les mots des commentaires ou comment se taire?
Э(E)- series of steam engine were designed by Russian engineer Łopuszyński, Wacław Marian in 1909 and firstly produced in the Russian Empire. In 1920 in the first years after the Socialist Revolution of 1917 and Civil war young Soviet Russia ordered engines of simplified project of 1917 y in Sweden and Germany with total 500 of the Esh and 700 of Er-series built consequently. Steam engines of the Em (Эм) seria evolved as further development of Eu-type (Эу), that was the very first E-type engine produced in Soviet Russia in 1926—1930 in quantity of 2500 ones after the orders of the Esh and Er-types in Sweden and Germany, consequently. Engines of Eu (Эу) seria were the first E-model built in Soviet Russia. About 2500 ones were produced in 1926—1930. Unfortunately, the coupling weight of the Eu locomotive increased by 5 tons. In order to improve performance in the next model, the steam pressure in the boiler was raised from 12 to 14 kgf/cm2. Other design changes were made concerning the water feeding scheme. Welded joints were used for the first time. All this resulted in a reduction of the total weight by three tons and lower load on the rails. Steam locomotives of Em series were built from 1932 to 1935. A total of 2325 units were built. Since the Em model had a significant reduction in the load on the 4 and 5 wheelset, which was rather a negative result, the next modernization made it possible to improve the performance and at the same time compensate for the weight problem by increasing the volume of the firebox. Thus, in Эр (Er) model the firebox grew in length by 540 mm, which required the frame to be lengthened by 45 cm. Accordingly, the grate area increased (to 5.09 m2 vs. 4.46 m2) and the heating surface increased to 200 m2. All this resulted in a 10-15% increase in power output and efficiency compared to the previous Eu and Em models.
After WW2 big series of the last project Er (model of 1944 y) were produced in Hungary, Romania, Poland. Total production of the E-type exceeds 10853 ones that is absolute record for the locomotives.
Operations image of the week:
The flight dynamics experts working on the ExoMars Trace Gas Orbiter mission meet regularly to assess progress of the spacecraft's almost-year-long aerobraking manoeuvres at Mars.
The TGO orbiter swung into an initial, highly elliptical orbit at Mars on 19 October last year.
Aerobraking - using drag from the faint wispy tendrils of the upper-most part of the martian atmosphere to slow and lower the spacecraft into its final science orbit - began on 15 March, and will take most of a year, following a cautious ‘slow-as-you-go’ strategy.
As with Goldilocks and the famous bears, staying too high won't drag on TGO sufficiently to reach its intended orbit anytime soon, while dipping too low into the atmosphere could slow it too much, with unwanted results.
Therefore, the flight dynamics team carefully assess the results of every aerobraking orbit, and make detailed predictions on the subsequent orbits based on realtime results. This means there is a lot of data to keep up with.
They have, of course, many sophisticated tools, applications and databases available to help determine orbits, visualise trajectories and calculate future spacecraft manoeuvres.
"But the white board in our briefing room is the best tool we've found for giving everyone an up-to-the-date, realtime view of aerobraking progress during our frequent review meetings," says ESA's Robert Guilanyà, seen above, the TGO flight dynamics team lead.
"A large group of people need to see and discuss the data collected from the atmospheric passages to plan subsequent aerobraking activities. Marking up the white board by hand is simple, easy and instantly viewable by all."
From 25 June to end-August, aerobraking is on pause due to Mars and Earth lining up on opposite sides of the Sun in a conjunction that greatly reduces the reliability and robustness of communication to and from the spacecraft.
Aerobraking will resume in August, and should continue until early 2018, when TGO will perform a series of final manoeuvres to transition to its approximately 400-km high, circular science orbit.
Credit: ESA
Rye bread with sesame seeds, Tzatziki and Sobrasada.
Takes like 60 seconds to make.
"Simplified lunch" is, in this case, equal to "lazy lunch."
Handscroll; ink, color, and gold on paper; Image: 23.2 x 92.7 cm.
Qian Xuan (simplified Chinese: 钱选; traditional Chinese: 錢選; pinyin: Qián Xuǎn; Wade–Giles: Ch'ien Hsüan; 1235-1305) courtesy name Shun Ju (舜举), pseudonyms Yu Tan (玉潭, "Jade Pool"), Xi Lan Weng (习嬾翁), and Zha Chuan Weng (霅川翁) was a Chinese painter from Hu Zhou (湖州） (present day Wuxing District in Zhejiang)[1] during the late Song and early Yuan era. He started as an aspiring scholar-official during the Southern Song. He had difficulty climbing the ranks of officialdom and when the Mongol-founded Yuan Dynasty took over the southern regions of China in 1276 he effectively gave up on the idea. Although in 1286 his friend Zhao Mengfu accepted a position and so for a time it seemed he could as well, he refused on patriotic grounds, citing old age in order to avoid difficulties.
Qian Xuan's life after 1276 was devoted to painting, and he became noted as a "fur and feathers" painter. He was also adept at bird-and-flower painting, character painting, and landscape painting (shan shui).[1] He is known for landscapes that hinted at a longing for a return of native Chinese rule, such as in the work Home Again. He mixed Song realism with an archaic Tang style.
Happy Holidays to all from Mr. B. Bindlegrim.
Simplified scene with a little post production photo styling. Just the basics here with aluminum tree, color wheel, and a sheet for a tree skirt. Shiny Brites and Made in Japan gnomes cover the tree, with a few modern icicles. And the odd looking mechanism peeking in from the far right is a vintage hand-me-down floor fan.
Model : Angela Ong
Taken by : Kweong
Location : Taiping Lake Garden
Just tired for editing and due to disappointed on Canon because this morning I just knew Nikon increase lens price last 2 months and I want to buy 24-70L but atfer I call to the store take an order he told me the lens was increase by USD 200..... because after I walk out from the Canon Singapore fax a notice to them. No more old stock from him... I just saw in their lens display cabinet... and he told me yesterday just sold 2 lenses. I tell myself don't buy Canon lens anymore for this coming 2 years. 5D MK II also increase another USD 100. What I have to do now? Go for film!!!
EOS 650 + EF 28mm f/1.8
I remember a time when I shot bright, pastel coloured images. Super narrow depth of field and with long lenses. Style evolves as we discover more about ourselves through our work. The understanding that how we photograph is more about use than our actual subject comes and everything changes.
I'm happier now with one camera a 35mm lens and my subject. The simpler the shoot the more at home I feel. For me simplification is amplification.
Shot with the most basic of camera.
Model : Angela
Taken by : Kweong
Location : Taiping Lake Garden
End of this series.
Photo Video : Coming soon.
"Live simply that others might simply live." ~Elizabeth Ann Seton
Have a great Friday....and thanks for all your visits!!!! Will catch up soon :-)
© Darlene Bushue - All of my images are protected by copyright and may not be used on any site, blog, or forum without my permission.
“Minimalism is the intentional promotion of the things we most value and the removal of anything that distracts us from it.” Joshua Becker, Simplify
The Last Samurai
The film's plot is inspired by the 1876 Satsuma Rebellion led by Saigō Takamori, and also on the story of Jules Brunet, a French army captain who fought alongside Enomoto Takeaki in the earlier Boshin War.
The historical roles of the British Empire, the Netherlands and France in Japanese westernization are largely attributed to the United States in the film. These details, characters in the film and the real story are simplified for plot purposes; the film does not seek to duplicate history.
I like this movie; also all history movies, the history were the root of human behave, misbehave.
Her background is the garden so it is the green light.
Good morning the world and my warm friends around:)
Thank you to visit, I always appreciate:)
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.
Qi Baishi (simplified Chinese: 齐白石; traditional Chinese: 齊白石; pinyin: Qí Báishí; Wade–Giles: Ch'i Pai-shih) (January 1, 1864 – September 16, 1957) was an influential Chinese painter.
Born to a peasant family from Xiangtan, Hunan, Qi became a carpenter at 14, and learned to paint by himself. After he turned 40, he traveled, visiting various scenic spots in China. After 1917 he settled in Beijing.
He is perhaps the most noted for the whimsical, often playful style of his watercolor works.
Some of Qi's major influences include the early Qing Dynasty painter Bada Shanren (八大山人 or Zhu Da) and the Ming Dynasty artist Xu Wei (徐渭).
His pseudonyms include Qí Huáng (齊璜) and Qí Wèiqīng (齐渭清). The subjects of his paintings include almost everything, commonly animals, scenery, figures, toys, vegetables, and so on. He theorized that "paintings must be something between likeness and unlikeness, much like today's vulgarians, but not like to cheat popular people". In his later years, many of his works depict mice, shrimp or birds.
He was also good at seal carving and called himself "the rich man of three hundred stone seals" (三百石印富翁).
In 1953 he was elected to the president of the Association of Chinese Artists. He died in Beijing in 1957. One of his paintings, Eagle Standing on Pine Tree, was sold for 425.5 million yuan ($65.5 million) in 2011, becoming one of the most expensive paintings ever sold at auction.