Elberon Memorial Church

70 Park Avenue

Elberon, New Jersey 07740

(732) 870-2241

The Elberon Memorial Church is a beautiful summer sanctuary located one block from the beach in Elberon, NJ. All denominations are welcome. Located one block from Ocean Avenue in the Elberon section of Long Branch, NJ, it opened on June 16, 1886 as a summer church for the many members of wealthy New York society that summered in the Long Branch area. The church was built by the widow of Moses B. Taylor, Catherine Wilson Taylor as a memorial to her late husband.

The architecture of the building was designed by the eminent New York architect Stanford White. White was a friend of Louis Tiffany of Tiffany Glass. The rose window at the narthex of the church is an original Tiffany Glass Window. Experts have described the other windows in the church as the finest 14th Century style stained glass in the country. Each window is a memorial presented by a child of Moses Taylor. The beautiful cobalt window could not be replaced today because the manufacture of blue stained glass of that type has become a "lost art".

A gothic structure, it boasts unusual woodwork, an historic tracker action pipe organ built by Hilborne Roosevelt, a cousin of Theodore Roosevelt, and windows executed by the Mayer Brothers in Munich, Germany. It should be noted that it was through his work as an organ builder that Hilborne Roosevelt applied his knowledge of mechanical organ switches to the new field of telephony and developed an early switching system for the newly formed New York Telephone Company of which he was also a founding member. The Mayer Brothers windows have been described by experts as among the finest examples of fourteenth century stained glass window design in America.

Moses Taylor (January 11, 1806 – May 23, 1882) was a 19th-century New York merchant and banker and one of the wealthiest men of that century. At his death, his estate was reported to be worth $70 million, or about $1.7 billion in today's dollars. He controlled the National City Bank of New York (later to become Citibank), the Delaware, Lackawanna & Western railroad, the Moses Taylor & Co. import business, and he held numerous other investments in railroads and industry.

Faraday Building (A.R.Myers, 1933), site of the first London telephone exchange. The building was very tall for the time and blocked the view of St Paul's from the river, leading to the current sight-line restrictions.

Key stone carvings represent aspects of telephony at the time.

Radio Kootwijk is a small town in the Dutch municipality of Apeldoorn, with (in 2006) ca. 120 inhabitants. It is situated in a heather- and forest-rich territory in the Veluwe region, east of the sandhills of the Kootwijkerzand and the town of Kootwijk.

The housing accommodations of Radio Kootwijk arose as a result of the building of a shortwave transmitter site with the same name, starting in 1918. The transmitters played an important role in the 20th century as a communication facility between the Netherlands and its then colony of Dutch East Indies. In 1923 Dutch PTT started trans-oceanic telegraphy using a longwave transmitter (a 400KW high frequency alternator) from the German Telefunken company under the callsign PCG, in the 24 kHz and 48 kHz. By 1925 the longwave transmitter was changed by a shortwave tube based, electronic transmitter which had a much better performance due to the better propagation of shortwaves. With this new technology, in 1928 a radio-telephonic connection was established. At the end of World War II, the German occupying forces blew up the transmitter. Afterward some of the radio towers were rebuilt.[1]

Due to the development of new technologies like satellite communication, Radio Kootwijk lost its position as main overseas wireless connection point of the Netherlands. In 1980, the last transmission mast was blown up. In 2004 the park lost its last transmitter functions, and was transferred from the KPN company (successor to PTT) to the State Forestry Commission, which started attracting new buyers. The main building of the former transmitter park, designed by Dutch architect Julius Maria Luthmann and named 'Building A', 'The Cathedral' or sometimes 'The Sphynx', was officially appointed as a monument. It is used as venue and scenery for several cultural events and productions, including the American film Mindhunters in 2004.

Aspetos possíveis.

Visiting 'my' cell tower

("How do you know it's there?" the woman working for the customer service asked me. Yeah, how do I know? I mean it's almost invisible, isn't it?)

A few days ago my great internet (UMTS) stopped working again. I don't get why it's impossible to get any real help from their customer service - instead they keep coming up with (the same old) excuses every time there is a problem. Wouldn't it be cheaper to work on fixing the problem faster? Or, while we're at it, start with admitting there was a problem at all?

Of course they blamed it on my connection (broken hardware, weak signal blah blah blah), and of course it was a problem on their side again. Luckily, it looks like it's fixed now. For this time.

Mobile telephony arrived in Burkina Faso in 1996 through the national operator ONATEL, which created the TELMOB branch on this occasion. It will then face competition from two other operators, Celtel and Télécel, the first of which has since become Zain, Airtel, and Orange. In the interest of a stronger identity and to better face the competition, TELMOB developed a new, more aggressive branding in the early 2010s using pink and yellow as the primary colours. In 2021, mobile phone services are switching to Moov Africa colours with blue and orange tones.

The various holidays and celebrations are an opportunity to develop advertisements dedicated to them; here is the example of World Women's Day on 8th March.

La téléphonie mobile est arrivée au Burkina Faso en 1996 premièrement par l'opérateur national ONATEL qui a créé la branche TELMOB à cette occasion. Il sera ensuite concurrencé par deux autres opérateurs Celtel puis Télécel le premier étant entretemps devenu Zain, Airtel puis actuellement Orange. Dans le souci d'une identité plus forte et pour mieux faire face à la concurrence, TELMOB développe un nouveau branding plus agressif au début des années 2010 avec l'utilisation du rose et du jaune pour principales couleurs. En 2021, les services de téléphonie mobile passent aux couleurs de Moov Africa avec des tons bleus et orange.

Les différentes fêtes et célébrations sont l'occasion de développer des publicités qui leur sont dédiées avec ici l'exemple de la Journée Mondiale de la Femme du 8 mars.

Excelcube 2.1 ™ is India's leading software for Readymade Garments showrooms for Men /women /Kids [Babies/infants]. 100s of retailers from various cities in India have bought the software for managing their stores in a very effective way & found great success in it.

This extremely easy to use software helps the shop owner in many ways. It takes care of

** Supplier information & and its management like purchases made from them and their stock available, etc..

** Inventory classification like Shirts, Trousers, T-shirts, Cargos, Jeans, Caps,Shorts, Innerwear, Belts, Tops, Stoles, Half pants,Casuals,Chudidars, Sarees many others & its sub classifications (up to 2 levels) possible in very easy manner. Example can be :: T-shirts -> Duke -> Dus 132 .. & added parameters like Size, Length, Design, Wash, Color, Style, Necksize.

** Inventory Search engine to look for products -> category wise, company wise, price range wise, supplier wise, Date wise, color, size wise etc

** Maintains stock position on sales, new stock arrivals, with 100% precision.

** Barcoding facility - with Barcode printers & scanners of all types

** Orderform for Jobwork on Sarees , Delivery process & its accounts.

** Approval of Garments to different stores & individuals & later approved items only can be billed.

** Job work on men's name & the job details, its accounts are available.

** Extremely simple 2 step Billing - Scan, print at the counter with easy discount options like %, Rs., Round off.

** Accounting reports (150 ) for various business intelligence requirement helps to take business decisions. ** Security of data by multiple Login users to manage different cccess permissions of the software. It enables Managers and other employees to use different parts of the software

** CRM (Customer Relationship Management) takes care of Customer history by their Name, Photo, Date of Birth, Customer code, Previous dealings, Exchanges.

Customers can be classified into different categories of your choice such as (for example) - Casuals, VIP, Friends & relatives, Areawise & etc. No limit on the number of customer records or his dealings.

** SMS module is integrated with billing, approval after each bill, customer gets an SMS to his mobile from a predefined content. Billing person need not do anything to generate SMS.

** Automatic Date of birth, Marriage Anniversary dates pop up facility on screen each day. User can send greetings by E-mails, SMS, Letters

** Sales offers communication to existing customers by SMS, e-mail, letters

** Accounts is taken care of as per the latest VAT & other Govt. guidelines

** Special Billing features - Two selling prices (For ex, MRP & NET price) can be shown on the bar-code & the bill as well, if needed.

** Aging report of garments & others can be taken out to identify the Old item , New Item.

** Works with any computer & windows operating system. Integrates with any printer for billing & barcoding in the world.

** Local installation & training is available in all cities of India.

** After sale support available by many means- Telephonic, remote desktop help (Online Help),E-mail, Personal visit. We innovate each day to improve and find new means to offer great support.

** Please feel free to call 080-65624106, 23157611, Mobile: 9845549083 ☺

Pls visit some of the customers using Excelcube 2.1 profitably here.

www.flickr.com/photos/anushinfobase/sets/7215762598537016...

Note : Our engineers can come to your store & install, set up & train your staff for 2-3 days anywhere in India, if needed.

Our sincere comment: 100s of retailers have achieved increased profitability, huge savings in lakhs of rupees in theft of its inventory over the years, improved their customer satisfaction levels to high degree, obtained repeated sales from increased regular customers.

Popular phrases : Software for readymade garments store at Chennai, Hyderabad, Pune,Vishakapatnam, all cities of India & outside india. Billing & Barcoding Software for Men/women/Kids[Babies / infants], Barcoding software for Cloth shop, Clothing shop software, Automate a an apparel shop, Software to computerize Garments store, Simple POS Billing & inventory software for Garments store, Barcoding for women's fashion retail store, Billing Software for Retail designer’s clothing shop, Software for Readymade Garments shops / showrooms ,Billing Software for exclusive retail apparel store/shop

Avaya Business Communications Manager (BCM) is the award-winning Linux based IP/TDM PBX convergence system that delivers excellent productivity-driving unified communications (UC) capabilities, proven and reliable voice processing, and an extensive range of feature-rich business telephony applications. The BCM 50 is ideal for deployments of 5 to 30 users and can expand to as many as 50 users.

The Ryugyong Hotel is a 105-floor skyscraper under construction in Pyongyang, North Korea. Its name comes from one of the historic names for the city of Pyongyang, and means "capital of willows"; the building is also known as the 105 building, a reference to its number of floors. Construction began in 1987, but was halted in 1992 due to the economic disruptions that afflicted the country following the fall of the Soviet Union. The hotel stood topped out but without windows or interior fittings for the next sixteen years, until construction resumed in April 2008, under the supervision of the Orascom Group of Egypt, which has invested heavily in the North Korean mobile telephony and construction industries.

The hotel rises to a height of 330 metres (1,080 ft), and it contains 360,000 square metres (3,900,000 sq ft) of floor space, making it the most prominent feature of the city's skyline and by far the largest structure in North Korea. Construction of the Ryugyong was intended to be completed in time for the World Festival of Youth and Students in June 1989; had this been achieved, it would have become the world's tallest hotel. The unfinished structure was not surpassed in height by another hotel until the completion of construction on the Rose Tower in Dubai, UAE in 2009.

In november 2012, Kempinsky annouced they planned to open the hotel in 2013.

© Eric Lafforgue

www.ericlafforgue.com

A friendly secretary/telephone operator in an office environment.

Another Querétaro Utility Cover.

Telecable is a subsidiary of Spanish telecommunications company Euskaltel and has positioned itself as one of the most important cable operators in Mexico.

Telecable offers cable television services (basic, digital and premium plans), local telephony, long distance and double and triple play packages.

Telecable offers areutil available in Aguascalientes, Colima, Chiapas, Guanajuato, Jalisco, Michoacán, Nayarit, Querétaro, Tamaulipas and Zacatecas.

Wall-mounted BT 741 telephone.

I bought this for a couple of quid in a clearing house - it had a few things that needed doing to it. Sadly it's still not very healthy: we fixed the call cut-off microswitch, but discovered that the bell-hammer-powering solenoids are super weak (so the bell doesn't ring as loud as it should) and the voice transmitter doesn't work either. :-(

This image has been digitised from Queensland State Archives, Series ID S2149: Railway Glass Plate Negatives - Queensland Rail Heritage Collection. It is one of the images depicting the many stations, bridges and tracks that people and goods travelled from, on and through all over the Queensland Rail network.

Roma Street Railway Station occupies a 0.55ha site within the extensive Roma Street Station transit complex, located on the western side of the Brisbane central business district. The substantial masonry station building (1875) is set back from and faces Roma Street (although partially obscured by later development), and has a prominent centred entrance to the front (south) and a platform along the rear (north). A later platform and awning to the south is associated with the former Country Station development (1939/40).

Features of Roma Street Railway Station of state-level cultural heritage significance are:

Station building (1875)

Platform (1875)

Country Station platform and awning (1939)

Views

The state-level periods of significance of the place are layered and relate to its origins and use as a passenger station (1875-1940) and railway design, traffic and management offices (1875-1974), and the establishment of the former Country Station (1939/40).

A large iron-roofed shelter (c1980) to the east of the station, small buildings to the west, and a lift, stairs and escalators accessing the modern subway below, are not of state-level cultural heritage significance.

The Roma Street Railway Station was opened in 1875 as the first Brisbane Terminal Station for use on the Brisbane end of the Southern and Western Railway Line from Ipswich. The two-storey station building was designed by Francis Drummond Greville (FDG) Stanley, the Colonial Architect and Superintendent of Public Buildings, in 1873 and built over the next two years by Brisbane builder, John Petrie. The station operated as the Brisbane terminal station until 1889, as a major passenger and administration station until 1940, and Brisbane’s primary railway goods facility until 1991. It served as offices for the Queensland Railway Department (later Queensland Railways, later Queensland Rail) staff for over 100 years, and is the one of the oldest surviving railway buildings in Queensland.

In the Australian colonies, governments fostered the development of railways as a means of developing the country and encouraging settlement. It was argued that rail would reduce freight costs and save travel time for passengers.[1] Queensland’s first railway survey was undertaken by the New South Wales Government in 1856, and following separation, Queensland Parliament passed the Railway Act in 1863, enabling railways to be constructed in the colony. The railway network developed along decentralised lines extending from ports to pastoral and mining centres. The first line, between Ipswich and Bigge's Camp, 34km west of Ipswich (later Grandchester, QHR600729), was opened in 1865. This was the first stage of the four-stage Southern and Western Railway project which linked Ipswich to Toowoomba in 1867, Warwick in 1871, and Dalby in 1878. New railways opened west from Rockhampton in 1867 (the Northern Line, later renamed the Central Railway), west from Townsville in 1880 (the Great Northern Line), Cairns in 1887, and south from Normanton in 1891.

The Southern and Western Railway served the pastoralists and industrialists of Ipswich and the Darling Downs, and was primarily for goods, rather than passengers. With the railhead at Ipswich, a railway to Brisbane was not initially considered essential, as goods could be shipped from Ipswich to Brisbane’s port for export. However, the Bremer and upper Brisbane rivers could not cope with large shipping, and lobbying began for an extension to Brisbane. A preliminary survey of possible lines was completed in 1865,[4] but concerns over the extension’s financial viability put work on hold. A Royal Commission on Railway Construction was called in the 1870s, and recommended the extension: the business generated by it was likely to be profitable, and the colony’s economy, which had collapsed in the mid-1860s, had been bolstered by the Gympie gold rush and was better able to afford new infrastructure.

The extension between Ipswich and Oxley was approved in August 1872,[6] and, the first sod on the extension was turned at Goodna in January 1873. From Oxley, two lines had been surveyed, terminating either at North or South Brisbane. After extensive debate, the route to North Brisbane, via a bridge at Oxley Point (Indooroopilly), was chosen as more cost-effective. The terminus of this route, selected by Railway Department Chief Engineer HC Stanley, was located within the Grammar School reserve at the base of the ‘Green Hills’ (Petrie Terrace). The site was unused by the school and was large enough for a major passenger station and goods yard.

The section between Oxley and Brisbane was approved in October 1873,[9] and the Government called for tenders for the construction of the railway terminus station in Brisbane. FDG Stanley, the recently-appointed Colonial Architect and Superintendent of Buildings within the Public Works Department, was the designer of the building. Stanley had commenced with the Public Works Department in 1863, serving as Superintendent of Buildings after Charles Tiffin vacated the Colonial Architect’s position. He was the official Colonial Architect from 1873-1883, when the colony, recovering from the economic collapse of the 1860s, began to invest in public buildings. Stanley’s designs, balancing classical styles and stylistic features with climate-appropriate adaptations and economic restraint, helped define public architecture in Queensland. Extant examples of major works, designed while he was Colonial Architect, include the original State Library (1876-9, QHR600177); Toowoomba Court House (1876-8, QHR600848); Townsville Magistrates Court (1876-7, QHR600929); Townsville Gaol (now part of Townsville Central State School, 1877, QHR601162); Brisbane’s Port Office (1880, QHR600088); Toowoomba Hospital (surviving kitchen wing 1880, QHR601296); post offices at Gympie (1878-80, QHR600534), South Brisbane (1881, QHR600302) and Toowoomba (1880, QHR600847); as well as the Brisbane Supreme Court (no longer extant). As Superintendent of Buildings he designed the Toowoomba Railway Station (1874, QHR600872), Government Printing Office (1873, QHR600114) and Lady Elliott Island Lighthouse (1872-3).

The Brisbane Courier provided a detailed description of the proposed Terminus Passenger Station in October 1873:

The general style of the building will be that known as the Italian Gothic order of architecture. The material used...will be pressed brick with cut stone facings, this being chosen on account of its durability and as also affording the greatest consonant with economy. The station will consist of a main building, two storeys high, flanked at each end by a single storey wing.

The building was designed to house both a passenger station and railway administrative offices. Passengers would access the station from Roma Street via a carriageway, disembarking at the station’s central carriage porch. The porch fronted a 10ft (3m) wide arcade running the length of the main building. From the arcade, passengers would enter either the first-class booking office on the east or the second-class booking office on the west, both served by a semi-circular ticket office on the rear (northern) wall. Female passengers travelling on second-class tickets could wait in a small room located along a western passage, while separate waiting rooms for first-class male and female passengers were east of the first-class booking office. Doorways in the rear wall of the booking offices and waiting rooms led directly onto the 190-foot (58m) long departure platform. Arriving passengers exited the station via a second platform across the rail line. Luggage was loaded onto trains via the luggage passage, on the eastern end of the building. The guards and porters room, staff facilities, a lamp room and stairs to the upper floor were situated in the eastern wing. The western side of the building held public services, including the telegraph office, station master’s office, and parcel and book office, accessible via a public lobby at the end of the arcade. A private staircase to the traffic managers’ office, a staircase to the traffic department, and toilet facilities were located in the western wing. An office or book stall space, in the northwestern side of the building, was accessible from the platform.

Upstairs, the offices of the traffic department, clerks, accountant, draughtsmen, Railways Engineer, Resident Engineer and contractors were accessed from a central passageway which ran almost the length of the building; with a small S-bend in the western end. An arch in the centre of the corridor marked the separation of the traffic department from the Chief Engineer’s office. Both wings hosted staircases.

The building included adaptations for the climate. The arcade sheltered the ground floor rooms from the sun, while skylights in the ceiling and a ventilated lantern provided light and ventilation to the upper floor. All public rooms and most of the offices were fitted with fireplaces. A platform shade, installed on the northern wall of the building over the platform, sheltered passengers from the weather, and was composed of material from an iron station building imported from England for use at Toowoomba. It was supported by brick buttresses at both ends of the building (extant) and on the arrivals platform (no longer extant).

Commensurate with Stanley’s design approach, materials used for the station reflected elegance but economy. Apart from the recycled iron roof trusses and columns, the building was constructed of machine-pressed bricks made from locally-sourced clay, more affordable than stone, and praised as ‘cleaner, sharper [and] finer’ than Brisbane bricks used in earlier buildings. Freestone for the building dressings and columns was sourced from Murphy’s Creek.

Construction work took place over two years, after contractor John Petrie’s tender of £11,845 was accepted in December 1873. Progress was slow, with the stonework foundations underway in June 1874, and the building only ten foot above the ground by September. The line from Ipswich to Brisbane was opened without ceremony on 14 June 1875. The platform at Brisbane Terminus Passenger Station was half-paved, the rooms and corridors incomplete, the roofing over the platform in progress and there was no permanent lighting. Nonetheless, an interested crowd gathered to watch the first outbound services leave the station. The building was sufficiently complete by August 1875 for the Brisbane Courier to describe it as ‘in all respects convenient, handsome, and well-designed’. The station’s arcade was later highlighted as one of Brisbane’s valued architectural features.

The Brisbane to Ipswich route quickly became the busiest section of line in Queensland. Merchandise and imported goods from the ports were despatched along the line, while produce from the Darling Downs and surrounds – including coal, flour, wool, hay, maize, livestock, vegetable and dairy produce – was brought to Brisbane. A central goods handling facility was opened at the Terminal Station, including a large (64m long) goods shed and two sidings, erected in 1875-6 (no longer extant), while railway produce markets opened outside the station, along George and Roma streets. A maintenance yard also operated at Roma Street, including locomotive and carriage sheds. By 1882 the Terminal Station platforms had been extended to cope with the traffic and trade. Traffic reduced slightly after some export goods were diverted to South Brisbane in 1884,[32] but expanded again.[33] Cattle yards, produce sheds, carriage sheds, gas works, goods sheds, coal stages, cold stores, additional locomotive sheds and siding extensions were all added to Roma Street’s goods yard. None of these structures survive in 2020.

Passengers also used the line. Residential occupation of Toowong and Indooroopilly boomed as middle-class city workers took advantage of the four daily train services. In 1882 rail lines were opened from the Terminal Station to Sandgate and the Racecourse, taking day-trippers to the seaside and races, and bringing northern suburbs passengers into Brisbane. In January 1888, the first through-service to Sydney departed from the Terminal Station. However, travellers criticised the lack of direct access from the Terminal Station to the central business district, and in 1889, the Brisbane Central Railway Station was opened. Central Railway Station (QHR 600073) – located closer to the General Post Office and city office buildings – became Brisbane’s main passenger station, and the original Terminal Station was renamed Roma Street Railway Station.

Despite its diminished status, Roma Street remained a major centre for passengers and travellers. Through the 19th and early 20th centuries, guards of honour lined Roma Street to greet and farewell significant visitors and figures, including premiers Morehead and Griffith, governors Norman and Lamington; Governor-General Munro-Ferguson; the late politician JM Macrossan, who had died in Sydney; singer Nellie Melba; Lord Kitchener; and Salvation Army General Booth. Roma Street continued to operate as the Sydney Mail terminus until 1931, when the service shifted to South Brisbane. Crowds thronged to Roma Street Station as soldiers departed for the South African War and World War I. Travelling circuses performed in the Roma Street yards, and an historic parade in 1936 included a ‘Puffing Billy’ locomotive, which was displayed at the yards until 1959. Roma Street also continued as the city’s primary goods terminus.

The station building played an important role as office accommodation for Queensland railway staff. Internal rearrangements were made to the building to accommodate growing staff numbers, and improve their working conditions. It was one of the first buildings in Queensland to feature electric light, installed in 1884.[50] The Chief Engineer vacated the building in 1901 and was replaced by the general traffic manager’s department, with a telephonic system of communication installed the same year. Bunker, lumber and message rooms were added to the wings by 1907; a traffic collector’s office and new strongroom were installed in 1911; and parcels, printing offices and machine rooms replaced the first-class waiting rooms, guards’ room and lamp room by 1920. In 1915, an additional storey was constructed atop the central carriage porch, providing more accommodation for the Traffic Branch on the first floor. A traffic control system, coordinating trains between Brisbane and Gympie, was installed and operated from the additional storey in 1927.

Queensland’s railway network extended dramatically in the 20th century. The North Coast line connected Brisbane to Gladstone in 1898, Rockhampton in 1904, and Cairns in 1924, providing a direct rail link between Brisbane and Mackay, Townsville, Winton, Forsayth, Cloncurry and Blackall. Southern and western trains reached Dirranbandi, Surat, Cunnamulla and Quilpie. Central Station initially hosted ‘country’ services, but it lacked room for expansion, and Roma Street’s larger site was earmarked for a new country station. Roma Street’s locomotive, carriage and marshalling yard facilities were transferred to the Mayne Rail Yards between 1911 and 1927, and work began on the new station. A 350ft (106m) reinforced concrete, tiled passenger subway was constructed from Roma Street to the platforms in 1936-7, replacing an overhead walkway. A new steel awning was installed above the southern platform (Platform 3 in 2020), in approximately 1939. It was used in conjunction with two platforms at the new country station (no longer extant) for country and other passenger services.

On 30 November 1940 the Country Station was opened at Roma Street Station. This low-lying face brick building and its additional platform sat directly between the 1873-5 building and Roma Street. The new passenger station relieved congestion at Brisbane Central Station and made Roma Street the chief station for long distance travel north. The original station was refurbished, its roof re-clad with corrugated fibrous sheeting; and its brick walls painted red and lined in cream to match the new station building. The southwest pediment was removed and replaced by a new storey on the western end of the building. A covered area was added east of the building where the subway stairs emerged. The original station building was turned over to the General Manager, with offices for clerks, traffic-, livestock-, coach- and wagon staff, maintenance and locomotive staff, telephone and telegraph exchanges, and the train control section.

Further plans to upgrade and alter the building were postponed by World War II, during which time troop trains departed from Roma Street, and the pedestrian subway served as an air-raid shelter.[66] In 1945, plans were drawn to alter doors, windows and stairs in the wings, and partitions on the first floor. A second storey was added over the west wing in 1953 (later removed), and the General Manager’s staircase was repositioned in 1961. Externally, the iron carriage shed platform shade over the northern platform was removed in 1959.

Extensive change was undertaken at Roma Street around the original station building in the late 20th century. The southern and northern Brisbane railway systems were directly connected in the 1970s, with the opening of the Merivale Bridge in 1978. In 1985, the country railway station (1940 building) was demolished and replaced by a multi-storey centre incorporating new railway and bus facilities, a hotel, offices and function centre. The original station building was left intact, and two new interstate platforms with standard gauge rails were built on its southern side. The pedestrian subway was refurbished in 1986, with a broom finish concrete and expansion joints, and grated drains were laid on the floor, and a ceramic tile finish on the wall faces to match the subway tiles at Central Station. Roma Street’s rail freight facility was moved to Acacia Ridge in 1991. During the mid-1990s the platforms north and south of the early station building were re-arranged and extended. A bricked waiting area and new roof were added east of the station. Underground, a new concourse was constructed to replace the pedestrian subway, and a 19m section of the original subway converted to a storage room.

The station building remained the General Manager’s Office until 1974. The station master, staff workers and archive storage occupied the building in the 1990s. By 1993, Roma Street was acknowledged as the oldest surviving railway station building in an Australian capital city, and one of the oldest surviving railway buildings in Queensland. A new office fitout was installed on the ground floor for Queensland Rail and the Queensland Police Rail Squad in 1999. Stabilisation, waterproofing and reconstruction works commenced in 2012, including restoration of the brick, plaster, lead flashings, window joinery and stone works. Replacement bricks were custom made in England; Welsh slate was imported from the UK; replacement stone came from Helidon; and rolled lead from England was installed. In 2015, a new steel beams and suspension system was installed between the two storeys, to lift a 65mm bow in the timber floor beams fit amongst the existing timber structures. The second storey of the west wing was removed and the roofline reconstructed to its original configuration. The restoration received an Australian Institute of Architects Queensland award in 2015.

In 2020 the building is vacant, pending further repairs.

apps.des.qld.gov.au/heritage-register/detail/?id=601208

Always and everywhere phones !

Found at an aircraft scrapyard in Tuscon. With the housing removed, it looks like this.

Someday, I'd like to figure out how to make this passive loudspeaker function as a radio receiver for our local air traffic control center, so the sound of pilots and ATC controllers would play from the speaker when you turn the volume switch on -- all without altering the exterior housing, which looks wonderful. But that's another project for another day...

UPDATE: Research into the model number suggests that this loudspeaker was formerly used in Boeing 707s. That makes sense, since I found this one lying in the dust a few dozen yards from this spot.

Eric Goodyear of Teratech (center) receives his certificate of completion from Ross Ryding (left) and Bill Soto (right).

The Ryugyong Hotel is a 105-floor skyscraper under construction in Pyongyang, North Korea. Construction began in 1987, but was halted in 1992 due to the economic disruptions that afflicted the country following the fall of the Soviet Union. The hotel stood topped out but without windows or interior fittings for the next sixteen years. Construction resumed in April 2008, under the supervision of the Orascom Group of Egypt, which has invested heavily in the North Korean mobile telephony and construction industries. The company expects to complete exterior work on the building in 2010, with interior work taking until 2012 or later.

The hotel rises to a height of 330 metres (1,080 ft), and it contains 360,000 square metres (3,900,000 sq ft) of floor space, making it the most prominent feature of Pyongyang's skyline and by far the largest structure in North Korea. Construction of the Ryugyong was intended to be completed in time for the World Festival of Youth and Students in June 1989; had this been achieved, it would have become the world's tallest hotel. The unfinished structure was not surpassed in height by another hotel until the completion of construction on the Rose Tower in Dubai, UAE in 2009. The Ryugyong is currently the world's 30th tallest building, a title it shares with the China World Trade Center Tower III.

Source: Wikipedia

Children talking on Skype on Apple laptop computer, England, UK [MODEL RELEASED]

Well its another day of product development here at oomlout. Well product development with a healthy dose of procrastination.

As part of that procrastination we happened across a talk given by David Rowe (via make). His open telephony project is quite amazing and while no where close to the scale of his efforts we fancy ourselves at least burgeoning "open hardwarists".

After watching the talk it struck me as silly; the three of us working away on a product, with plans of a standard monolithic product roll out. So as such we thought we'd procrastinate a bit more and bring you up to speed (and show you our in progress files to boot) on what we're currently working on.

What it is:

ARDX - Arduino Experimentation Kit

The Idea:

We all purchased our first Arduinos only to have it sit around on our desk for days maybe even weeks before we got around to even playing with the Blink program. As for starter kits they are lovely (both ADA fruit industries and Make produce a very nice kit), but well at oomlout we like more. So what's being developed is a fully contained Arduino experimentation kit, with lights, dials, buttons, motors, transistors oh my along with a guide to introduce each of their usages. Also it's no fun to be tethered to the wall or using 9 volt batteries so a 6 AA battery backpack as well.

A Few Things Different:

The changes are more evolutionary than revolutionary, however the hope is to make the whole kit feel like something special.

1. It's all open. We'll post all our files (or watch the product develop the current versions of files can be found at www.oomlout.com/ARDX/ (this is just a dump of our current development folder so errors and unfinished files abound)). When its done, feel free to make and package your own (perhaps a nice fundraiser for robotics club?) or help us out by developing more circuits and providing feedback both of which we can roll into future upgrades.

2. To keep things nice and clean we're working on a machine to bend and snip all the leads to appropriate breadboard length.

3. Breadboard guidance sheets ( oomlout.com/ARDX/CIRC05/CIRC05-sheet.pdf ) for each circuit there's a lovely colourful sheet that can be pinned to your breadboard and then making the circuit is simply a matter of popping the components into their printed outlines.

4. Included battery box to let your projects operate away from the wall and computer.

5. Online backup. As many of you have noticed we mad heart Instructables.com around these parts. So we'll be publishing an Instructable with a page for each circuit with extra info, links to more info, where to buy the parts (cheaply) and to help in troubleshooting a video of each circuit being assembled.

6. Each circuits pieces will be separately packaged (so no squinting to look at resistor codes) or wondering if that really is the right piece.

Well that's what were upto, check out our progress and give us a shout if you spot any horrendous errors (Stuart does need to be watched), or if you have ideas on changes to make, or things to add we'd love to hear them.

The oomlout team.

(shameless plug)

check out our blog www.oomlout.com/blog

Children talking on Skype on Apple laptop computer, England, UK [MODEL RELEASED]

Voronezh is a city and the administrative centre of Voronezh Oblast in southwestern Russia straddling the Voronezh River, located 12 kilometers (7.5 mi) from where it flows into the Don River. The city sits on the Southeastern Railway, which connects western Russia with the Urals and Siberia, the Caucasus and Ukraine, and the M4 highway (Moscow–Voronezh–Rostov-on-Don–Novorossiysk). In recent years the city has experienced rapid population growth, rising in 2021 to 1,057,681, up from 889,680 recorded in the 2010 Census, making it the 14th-most populous city in the country.

History

The first chronicle references to the word "Voronezh" are dated 1177, when the Ryazan prince Yaropolk, having lost the battle, fled "to Voronozh" and there was moving "from town to town". Modern data of archeology and history interpret Voronezh as a geographical region, which included the Voronezh river (tributary of the Don) and a number of settlements. In the lower reaches of the river, a unique Slavic town-planning complex of the 8th – early 11th century was discovered, which covered the territory of the present city of Voronezh and its environs (about 42 km long, about 13 forts and many unfortified villages). By the 12th – 13th centuries, most of the old towns were desolate, but new settlements appeared upstream, closer to Ryazan.

For many years, the hypothesis of the Soviet historian Vladimir Zagorovsky dominated: he produced the toponym "Voronezh" from the hypothetical Slavic personal name Voroneg. This man allegedly gave the name of a small town in the Chernigov Principality (now the village of Voronezh in Ukraine). Later, in the 11th or 12th century, the settlers were able to "transfer" this name to the Don region, where they named the second city Voronezh, and the river got its name from the city. However, now many researchers criticize the hypothesis, since in reality neither the name of Voroneg nor the second city was revealed, and usually the names of Russian cities repeated the names of the rivers, but not vice versa.

The linguistic comparative analysis of the name "Voronezh" was carried out by the Khovansky Foundation in 2009. There is an indication of the place names of many countries in Eurasia, which may partly be not only similar in sound, but also united by common Indo-European languages: Varanasi, Varna, Verona, Brno, etc.

A comprehensive scientific analysis was conducted in 2015–2016 by the historian Pavel Popov. His conclusion: "Voronezh" is a probable Slavic macrotoponym associated with outstanding signs of nature, has a root voron- (from the proto-Slavic vorn) in the meaning of "black, dark" and the suffix -ezh (-azh, -ozh). It was not “transferred” and in the 8th - 9th centuries it marked a vast territory covered with black forests (oak forests) - from the mouth of the Voronezh river to the Voronozhsky annalistic forests in the middle and upper reaches of the river, and in the west to the Don (many forests were cut down). The historian believes that the main "city" of the early town-planning complex could repeat the name of the region – Voronezh. Now the hillfort is located in the administrative part of the modern city, in the Voronezh upland oak forest. This is one of Europe's largest ancient Slavic hillforts, the area of which – more than 9 hectares – 13 times the area of the main settlement in Kyiv before the baptism of Rus.

In it is assumed that the word "Voronezh" means bluing - a technique to increase the corrosion resistance of iron products. This explanation fits well with the proximity to the ancient city of Voronezh of a large iron deposit and the city of Stary Oskol.

Folk etymology claims the name comes from combining the Russian words for raven (ворон) and hedgehog (еж) into Воронеж. According to this explanation two Slavic tribes named after the animals used this combination to name the river which later in turn provided the name for a settlement. There is not believed to be any scientific support for this explanation.

In the 16th century, the Middle Don basin, including the Voronezh river, was gradually conquered by Muscovy from the Nogai Horde (a successor state of the Golden Horde), and the current city of Voronezh was established in 1585 by Feodor I as a fort protecting the Muravsky Trail trade route against the slave raids of the Nogai and Crimean Tatars. The city was named after the river.

17th to 19th centuries

In the 17th century, Voronezh gradually evolved into a sizable town. Weronecz is shown on the Worona river in Resania in Joan Blaeu's map of 1645. Peter the Great built a dockyard in Voronezh where the Azov Flotilla was constructed for the Azov campaigns in 1695 and 1696. This fleet, the first ever built in Russia, included the first Russian ship of the line, Goto Predestinatsia. The Orthodox diocese of Voronezh was instituted in 1682 and its first bishop, Mitrofan of Voronezh, was later proclaimed the town's patron saint.

Owing to the Voronezh Admiralty Wharf, for a short time, Voronezh became the largest city of South Russia and the economic center of a large and fertile region. In 1711, it was made the seat of the Azov Governorate, which eventually morphed into the Voronezh Governorate.

In the 19th century, Voronezh was a center of the Central Black Earth Region. Manufacturing industry (mills, tallow-melting, butter-making, soap, leather, and other works) as well as bread, cattle, suet, and the hair trade developed in the town. A railway connected Voronezh with Moscow in 1868 and Rostov-on-Don in 1871.

20th century

World War II

During World War II, Voronezh was the scene of fierce fighting between Soviet and combined Axis troops. The Germans used it as a staging area for their attack on Stalingrad, and made it a key crossing point on the Don River. In June 1941, two BM-13 (Fighting machine #13 Katyusha) artillery installations were built at the Voronezh excavator factory. In July, the construction of Katyushas was rationalized so that their manufacture became easier and the time of volley repetition was shortened from five minutes to fifteen seconds. More than 300 BM-13 units manufactured in Voronezh were used in a counterattack near Moscow in December 1941. In October 22, 1941, the advance of the German troops prompted the establishment of a defense committee in the city. On November 7, 1941, there was a troop parade, devoted to the anniversary of the October Revolution. Only three such parades were organized that year: in Moscow, Kuybyshev, and Voronezh. In late June 1942, the city was attacked by German and Hungarian forces. In response, Soviet forces formed the Voronezh Front. By July 6, the German army occupied the western river-bank suburbs before being subjected to a fierce Soviet counter-attack. By July 24 the frontline had stabilised along the Voronezh River as the German forces continued southeast into the Great Bend of the Don. The attack on Voronezh represented the first phase of the German Army's 1942 campaign in the Soviet Union, codenamed Case Blue.

Until January 25, 1943, parts of the Second German Army and the Second Hungarian Army occupied the western part of Voronezh. During Operation Little Saturn, the Ostrogozhsk–Rossosh Offensive, and the Voronezhsko-Kastornenskoy Offensive, the Voronezh Front exacted heavy casualties on Axis forces. On January 25, 1943, Voronezh was liberated after ten days of combat. During the war the city was almost completely ruined, with 92% of all buildings destroyed.

Post-war

By 1950, Voronezh had been rebuilt. Most buildings and historical monuments were repaired. It was also the location of a prestigious Suvorov Military School, a boarding school for young boys who were considered to be prospective military officers, many of whom had been orphaned by war.

In 1950–1960, new factories were established: a tire factory, a machine-tool factory, a factory of heavy mechanical pressing, and others. In 1968, Serial production of the Tupolev Tu-144 supersonic plane was established at the Voronezh Aviation factory. In October 1977, the first Soviet domestic wide-body plane, Ilyushin Il-86, was built there.

In 1989, TASS published details of an alleged UFO landing in the city's park and purported encounters with extraterrestrial beings reported by a number of children. A Russian scientist that was cited in initial TASS reports later told the Associated Press that he was misquoted, cautioning, "Don't believe all you hear from TASS," and "We never gave them part of what they published", and a TASS correspondent admitted the possibility that some "make-believe" had been added to the TASS story, saying, "I think there is a certain portion of truth, but it is not excluded that there is also fantasizing".

21st century

From 10 to 17 September 2011, Voronezh celebrated its 425th anniversary. The anniversary of the city was given the status of a federal scale celebration that helped attract large investments from the federal and regional budgets for development.

On December 17, 2012, Voronezh became the fifteenth city in Russia with a population of over one million people.

Today Voronezh is the economic, industrial, cultural, and scientific center of the Central Black Earth Region. As part of the annual tradition in the Russian city of Voronezh, every winter the main city square is thematically drawn around a classic literature. In 2020, the city was decorated using the motifs from Pyotr Ilyich Tchaikovsky's The Nutcracker. In the year of 2021, the architects drew inspiration from Hans Christian Andersen's fairy tale The Snow Queen as well as the animation classic The Snow Queen from the Soviet Union. The fairy tale replica city will feature the houses of Kai and Gerda, the palace of the snow queen, an ice rink, and illumination.

In June 2023, during the Wagner Group rebellion, forces of the Wagner Group claimed to have taken control of military facilities in the city. Later they were confirmed to have taken the city itself.

Administrative and municipal status

Voronezh is the administrative center of the oblast.[1] Within the framework of administrative divisions, it is incorporated as Voronezh Urban Okrug—an administrative unit with the status equal to that of the districts.[1] As a municipal division, this administrative unit also has urban okrug status.

City divisions

The city is divided into six administrative districts:

Zheleznodorozhny (183,17 km²)

Tsentralny (63,96 km²)

Kominternovsky (47,41 km²)

Leninsky (18,53 km²)

Sovetsky (156,6 km²)

Levoberezhny (123,89 km²)

Economy

The leading sectors of the urban economy in the 20th century were mechanical engineering, metalworking, the electronics industry and the food industry.

In the city are such companies as:

Tupolev Tu-144

Voronezhselmash (agricultural engineering)

Sozvezdie[36] (headquarter, JSC Concern “Sozvezdie”, in 1958 the world's first created mobile telephony and wireless telephone Altai

Verofarm (pharmaceutics, owner Abbott Laboratories),

Voronezh Mechanical Plant[37] (production of missile and aircraft engines, oil and gas equipment)

Mining Machinery Holding - RUDGORMASH[38] (production of drilling, mineral processing and mining equipment)

VNiiPM Research Institute of Semiconductor Engineering (equipment for plasma-chemical processes, technical-chemical equipment for liquid operations, water treatment equipment)

KBKhA Chemical Automatics Design Bureau with notable products:.

Pirelli Voronezh.

On the territory of the city district government Maslovka Voronezh region with the support of the Investment Fund of Russia, is implementing a project to create an industrial park, "Maslowski", to accommodate more than 100 new businesses, including the transformer factory of Siemens. On September 7, 2011 in Voronezh there opened a Global network operation center of Nokia Siemens Networks, which was the fifth in the world and the first in Russia.

Construction

In 2014, 926,000 square meters of housing was delivered.

Clusters of Voronezh

In clusters of tax incentives and different preferences, the full support of the authorities. A cluster of Oil and Gas Equipment, Radio-electronic cluster, Furniture cluster, IT cluster, Cluster aircraft, Cluster Electromechanics, Transport and logistics cluster, Cluster building materials and technologies.

Geography

Urban layout

Information about the original urban layout of Voronezh is contained in the "Patrol Book" of 1615. At that time, the city fortress was logged and located on the banks of the Voronezh River. In plan, it was an irregular quadrangle with a perimeter of about 238 meter. inside it, due to lack of space, there was no housing or siege yards, and even the cathedral church was supposed to be taken out. However, at this small fortress there was a large garrison - 666 households of service people. These courtyards were reliably protected by the second line of fortifications by a standing prison on taras with 25 towers covered with earth; behind the prison was a moat, and beyond the moat there were stakes. Voronezh was a typical military settlement (ostrog). In the city prison there were only settlements of military men: Streletskaya, Kazachya, Belomestnaya atamanskaya, Zatinnaya and Pushkarskaya. The posad population received the territory between the ostrog and the river, where the Monastyrskaya settlements (at the Assumption Monastery) was formed. Subsequently, the Yamnaya Sloboda was added to them, and on the other side of the fort, on the Chizhovka Mountain, the Chizhovskaya Sloboda of archers and Cossacks appeared. As a result, the Voronezh settlements surrounded the fortress in a ring. The location of the parish churches emphasized this ring-like and even distribution of settlements: the Ilyinsky Church of the Streletskaya Sloboda, the Pyatnitskaya Cossack and Pokrovskaya Belomestnaya were brought out to the passage towers of the prison. The Nikolskaya Church of the Streletskaya Sloboda was located near the marketplace (and, accordingly, the front facade of the fortress), and the paired ensemble of the Rozhdestvenskaya and Georgievskaya churches of the Cossack Sloboda marked the main street of the city, going from the Cossack Gate to the fortress tower.

Climate

Voronezh experiences a humid continental climate (Köppen: Dfb) with long, cold winters and short, warm summers.

Transportation

Air

The city is served by the Voronezh International Airport, which is located north of the city and is home to Polet Airlines. Voronezh is also home to the Pridacha Airport, a part of a major aircraft manufacturing facility VASO (Voronezhskoye Aktsionernoye Samoletostroitelnoye Obshchestvo, Voronezh aircraft production association) where the Tupolev Tu-144 (known in the West as the "Concordski"), was built and the only operational unit is still stored. Voronezh also hosts the Voronezh Malshevo air force base in the southwest of the city, which, according to a Natural Resources Defense Council report, houses nuclear bombers.[citation needed]

Rail

Since 1868, there is a railway connection between Voronezh and Moscow. Rail services form a part of the South Eastern Railway of the Russian Railways. Destinations served direct from Voronezh include Moscow, Kyiv, Kursk, Novorossiysk, Sochi, and Tambov. The main train station is called Voronezh-1 railway station and is located in the center of the city.

Bus

There are three bus stations in Voronezh that connect the city with destinations including Moscow, Belgorod, Lipetsk, Volgograd, Rostov-on-Don, and Astrakhan.

Education and culture

Aviastroiteley Park

The city has seven theaters, twelve museums, a number of movie theaters, a philharmonic hall, and a circus. It is also a major center of higher education in central Russia. The main educational facilities include:

Voronezh State University

Voronezh State Technical University

Voronezh State University of Architecture and Construction

Voronezh State Pedagogical University

Voronezh State Agricultural University

Voronezh State University of Engineering Technologies

Voronezh State Medical University named after N. N. Burdenko

Voronezh State Academy of Arts

Voronezh State University of Forestry and Technologies named after G.F. Morozov

Voronezh State Institute of Physical Training

Voronezh Institute of Russia's Home Affairs Ministry

Voronezh Institute of High Technologies

Military Educational and Scientific Center of the Air Force «N.E. Zhukovsky and Y.A. Gagarin Air Force Academy» (Voronezh)

Plekhanov Russian University of Economics (Voronezh branch)

Russian State University of Justice

Admiral Makarov State University of Sea and River Fleet (Voronezh branch)

International Institute of Computer Technologies

Voronezh Institute of Economics and Law

and a number of other affiliate and private-funded institutes and universities. There are 2000 schools within the city.

Theaters

Voronezh Chamber Theatre

Koltsov Academic Drama Theater

Voronezh State Opera and Ballet Theatre

Shut Puppet Theater

Festivals

Platonov International Arts Festival

Sports

ClubSportFoundedCurrent LeagueLeague

RankStadium

Fakel VoronezhFootball1947Russian Premier League1stTsentralnyi Profsoyuz Stadion

Energy VoronezhFootball1989Women's Premier League1stRudgormash Stadium

Buran VoronezhIce Hockey1977Higher Hockey League2ndYubileyny Sports Palace

VC VoronezhVolleyball2006Women's Higher Volleyball League A2ndKristall Sports Complex

Religion

Annunciation Orthodox Cathedral in Voronezh

Orthodox Christianity is the predominant religion in Voronezh.[citation needed] There is an Orthodox Jewish community in Voronezh, with a synagogue located on Stankevicha Street.

In 1682, the Voronezh diocese was formed to fight the schismatics. Its first head was Bishop Mitrofan (1623-1703) at the age of 58. Under him, the construction began on the new Annunciation Cathedral to replace the old one. In 1832, Mitrofan was canonized by the Russian Orthodox Church.

In the 1990s, many Orthodox churches were returned to the diocese. Their restoration was continued. In 2009, instead of the lost one, a new Annunciation Cathedral was built with a monument to St. Mitrofan erected next to it.

Cemeteries

There are ten cemeteries in Voronezh:

Levoberezhnoye Cemetery

Lesnoye Cemetery

Jewish Cemetery

Nikolskoye Cemetery

Pravoberezhnoye Cemetery

Budyonnovskoe Cemetery

Yugo-Zapadnoye Cemetery

Podgorenskоye Cemetery

Kominternovskoe Cemetery

Ternovoye Cemetery is а historical site closed to the public.

Born in Voronezh

18th century

Yevgeny Bolkhovitinov (1767–1837), Orthodox Metropolitan of Kiev and Galicia

Mikhail Pavlov (1792–1840), Russian academic and professor at Moscow University

19th century

1801–1850

Aleksey Koltsov (1809–1842), Russian poet

Ivan Nikitin (1824–1861), Russian poet

Nikolai Ge (1831–1894), Russian realist painter famous for his works on historical and religious motifs

Vasily Sleptsov (1836–1878), Russian writer and social reformer

Nikolay Kashkin (1839–1920), Russian music critic

1851–1900

Valentin Zhukovski (1858–1918), Russian orientalist

Vasily Goncharov (1861–1915), Russian film director and screenwriter, one of the pioneers of the film industry in the Russian Empire

Anastasiya Verbitskaya (1861–1928), Russian novelist, playwright, screenplay writer, publisher and feminist

Mikhail Olminsky (1863–1933), Russian Communist

Serge Voronoff (1866–1951), French surgeon of Russian extraction

Andrei Shingarev (1869–1918), Russian doctor, publicist and politician

Ivan Bunin (1870–1953), the first Russian writer to win the Nobel Prize for Literature

Alexander Ostuzhev (1874–1953), Russian and Soviet drama actor

Valerian Albanov (1881–1919), Russian navigator and polar explorer

Jan Hambourg (1882–1947), Russian violinist, a member of a famous musical family

Volin (1882–1945), anarchist

Boris Hambourg (1885–1954), Russian cellist who made his career in the USA, Canada, England and Europe

Boris Eikhenbaum (1886–1959), Russian and Soviet literary scholar, and historian of Russian literature

Anatoly Durov (1887–1928), Russian animal trainer

Samuil Marshak (1887–1964), Russian and Soviet writer, translator and children's poet

Eduard Shpolsky (1892–1975), Russian and Soviet physicist and educator

George of Syracuse (1893–1981), Eastern Orthodox archbishop of the Ecumenical Patriarchate

Yevgeny Gabrilovich (1899–1993), Soviet screenwriter

Semyon Krivoshein (1899–1978), Soviet tank commander; Lieutenant General

Andrei Platonov (1899–1951), Soviet Russian writer, playwright and poet

Ivan Pravov (1899–1971), Russian and Soviet film director and screenwriter

William Dameshek (1900–1969), American hematologist

20th century

1901–1930

Ivan Nikolaev (1901–1979), Soviet architect and educator

Galina Shubina (1902–1980), Russian poster and graphics artist

Pavel Cherenkov (1904–1990), Soviet physicist who shared the Nobel Prize in physics in 1958 with Ilya Frank and Igor Tamm for the discovery of Cherenkov radiation, made in 1934

Yakov Kreizer (1905–1969), Soviet field commander, General of the army and Hero of the Soviet Union

Iosif Rudakovsky (1914–1947), Soviet chess master

Pawel Kassatkin (1915–1987), Russian writer

Alexander Shelepin (1918–1994), Soviet state security officer and party statesman

Grigory Baklanov (1923–2009), Russian writer

Gleb Strizhenov (1923–1985), Soviet actor

Vladimir Zagorovsky (1925–1994), Russian chess grandmaster of correspondence chess and the fourth ICCF World Champion between 1962 and 1965

Konstantin Feoktistov (1926–2009), cosmonaut and engineer

Vitaly Vorotnikov (1926–2012), Soviet statesman

Arkady Davidowitz (1930), writer and aphorist

1931–1950

Grigory Sanakoev (1935), Russian International Correspondence Chess Grandmaster, most famous for being the twelfth ICCF World Champion (1984–1991)

Yuri Zhuravlyov (1935), Russian mathematician

Mykola Koltsov (1936–2011), Soviet footballer and Ukrainian football children and youth trainer

Vyacheslav Ovchinnikov (1936), Russian composer

Iya Savvina (1936–2011), Soviet film actress

Tamara Zamotaylova (1939), Soviet gymnast, who won four Olympic medals at the 1960 and 1964 Summer Olympics

Yury Smolyakov (1941), Soviet Olympic fencer

Yevgeny Lapinsky (1942–1999), Soviet Olympic volleyball player

Galina Bukharina (1945), Soviet athlete

Vladimir Patkin (1945), Soviet Olympic volleyball player

Vladimir Proskurin (1945), Soviet Russian football player and coach

Aleksandr Maleyev (1947), Soviet artistic gymnast

Valeri Nenenko (1950), Russian professional football coach and player

1951–1970

Vladimir Rokhlin, Jr. (1952), Russian-American mathematician and professor of computer science and mathematics at the Yale University

Lyubov Burda (1953), Russian artistic gymnast

Mikhail Khryukin (1955), Russian swimmer

Aleksandr Tkachyov (1957), Russian gymnast and two times Olympic Champion

Nikolai Vasilyev (1957), Russian professional football coach and player

Aleksandr Babanov (1958), Russian professional football coach and player

Sergey Koliukh (1960), Russian political figure; 4th Mayor of Voronezh

Yelena Davydova (1961), Soviet gymnast

Aleksandr Borodyuk (1962), Russian football manager and former international player for USSR and Russia

Aleksandr Chayev (1962), Russian swimmer

Elena Fanailova (1962), Russian poet

Alexander Litvinenko (1962–2006), officer of the Russian FSB and political dissident

Yuri Shishkin (1963), Russian professional football coach and player

Yuri Klinskikh (1964–2000), Russian musician, singer, songwriter, arranger, founder rock band Sektor Gaza

Yelena Ruzina (1964), athlete

Igor Bragin (1965), footballer

Gennadi Remezov (1965), Russian professional footballer

Valeri Shmarov (1965), Russian football player and coach

Konstantin Chernyshov (1967), Russian chess grandmaster

Igor Pyvin (1967), Russian professional football coach and player

Vladimir Bobrezhov (1968), Soviet sprint canoer

1971–1980

Oleg Gorobiy (1971), Russian sprint canoer

Anatoli Kanishchev (1971), Russian professional association footballer

Ruslan Mashchenko (1971), Russian hurdler

Aleksandr Ovsyannikov (1974), Russian professional footballer

Dmitri Sautin (1974), Russian diver who has won more medals than any other Olympic diver

Sergey Verlin (1974), Russian sprint canoer

Maxim Narozhnyy (1975–2011), Paralympian athlete

Aleksandr Cherkes (1976), Russian football coach and player

Andrei Durov (1977), Russian professional footballer

Nikolai Kryukov (1978), Russian artistic gymnast

Kirill Gerstein (1979), Jewish American and Russian pianist

Evgeny Ignatov (1979), Russian sprint canoeist

Aleksey Nikolaev (1979), Russian-Uzbekistan footballer

Aleksandr Palchikov (1979), former Russian professional football player

Konstantin Skrylnikov (1979), Russian professional footballer

Aleksandr Varlamov (1979), Russian diver

Angelina Yushkova (1979), Russian gymnast

Maksim Potapov (1980), professional ice hockey player

1981–1990

Alexander Krysanov (1981), Russian professional ice hockey forward

Yulia Nachalova (1981–2019), Soviet and Russian singer, actress and television presenter

Andrei Ryabykh (1982), Russian football player

Maxim Shchyogolev (1982), Russian theatre and film actor

Eduard Vorganov (1982), Russian professional road bicycle racer

Anton Buslov (1983–2014), Russian astrophysicist, blogger, columnist at The New Times magazine and expert on transportation systems

Dmitri Grachyov (1983), Russian footballer

Aleksandr Kokorev (1984), Russian professional football player

Dmitry Kozonchuk (1984), Russian professional road bicycle racer for Team Katusha

Alexander Khatuntsev (1985), Russian professional road bicycle racer

Egor Vyaltsev (1985), Russian professional basketball player

Samvel Aslanyan (1986), Russian handball player

Maksim Chistyakov (1986), Russian football player

Yevgeniy Dorokhin (1986), Russian sprint canoer

Daniil Gridnev (1986), Russian professional footballer

Vladimir Moskalyov (1986), Russian football referee

Elena Danilova (1987), Russian football forward

Sektor Gaza (1987–2000), punk band

Regina Moroz (1987), Russian female volleyball player

Roman Shishkin (1987), Russian footballer

Viktor Stroyev (1987), Russian footballer

Elena Terekhova (1987), Russian international footballer

Natalia Goncharova (1988), Russian diver

Yelena Yudina (1988), Russian skeleton racer

Dmitry Abakumov (1989), Russian professional association football player

Igor Boev (1989), Russian professional racing cyclist

Ivan Dobronravov (1989), Russian actor

Anna Bogomazova (1990), Russian kickboxer, martial artist, professional wrestler and valet

Yuriy Kunakov (1990), Russian diver

Vitaly Melnikov (1990), Russian backstroke swimmer

Kristina Pravdina (1990), Russian female artistic gymnast

Vladislav Ryzhkov (1990), Russian footballer

1991–2000

Danila Poperechny (1994), Russian stand-up comedian, actor, youtuber, podcaster

Darya Stukalova (1994), Russian Paralympic swimmer

Viktoria Komova (1995), Russian Olympic gymnast

Vitali Lystsov (1995), Russian professional footballer

Marina Nekrasova (1995), Russian-born Azerbaijani artistic gymnast

Vladislav Parshikov (1996), Russian football player

Dmitri Skopintsev (1997), Russian footballer

Alexander Eickholtz (1998) American sportsman

Angelina Melnikova (2000), Russian Olympic gymnast

Lived in Voronezh

Aleksey Khovansky (1814–1899), editor

Ivan Kramskoi (1837–1887), Russian painter and art critic

Mitrofan Pyatnitsky (1864–1927), Russian musician

Mikhail Tsvet (1872–1919), Russian botanist

Alexander Kuprin (1880–1960), Russian painter, a member of the Jack of Diamonds group

Yevgeny Zamyatin (1884-1937), Russian writer, went to school in Voronezh

Osip Mandelstam (1891–1938), Russian poet

Nadezhda Mandelstam (1899-1980), Russian writer

Gavriil Troyepolsky (1905–1995), Soviet writer

Nikolay Basov (1922–2001), Soviet physicist and educator

Vasily Peskov (1930–2013), Russian writer, journalist, photographer, traveller and ecologist

Valentina Popova (1972), Russian weightlifter

Igor Samsonov, painter

Tatyana Zrazhevskaya, Russian boxer

call center agent, internet chat, ip telephony ... they have become so popular, they have become part of our lives... well to most at least who have broadband internet and business or relatives abroad

Voronezh is a city and the administrative centre of Voronezh Oblast in southwestern Russia straddling the Voronezh River, located 12 kilometers (7.5 mi) from where it flows into the Don River. The city sits on the Southeastern Railway, which connects western Russia with the Urals and Siberia, the Caucasus and Ukraine, and the M4 highway (Moscow–Voronezh–Rostov-on-Don–Novorossiysk). In recent years the city has experienced rapid population growth, rising in 2021 to 1,057,681, up from 889,680 recorded in the 2010 Census, making it the 14th-most populous city in the country.

History

The first chronicle references to the word "Voronezh" are dated 1177, when the Ryazan prince Yaropolk, having lost the battle, fled "to Voronozh" and there was moving "from town to town". Modern data of archeology and history interpret Voronezh as a geographical region, which included the Voronezh river (tributary of the Don) and a number of settlements. In the lower reaches of the river, a unique Slavic town-planning complex of the 8th – early 11th century was discovered, which covered the territory of the present city of Voronezh and its environs (about 42 km long, about 13 forts and many unfortified villages). By the 12th – 13th centuries, most of the old towns were desolate, but new settlements appeared upstream, closer to Ryazan.

For many years, the hypothesis of the Soviet historian Vladimir Zagorovsky dominated: he produced the toponym "Voronezh" from the hypothetical Slavic personal name Voroneg. This man allegedly gave the name of a small town in the Chernigov Principality (now the village of Voronezh in Ukraine). Later, in the 11th or 12th century, the settlers were able to "transfer" this name to the Don region, where they named the second city Voronezh, and the river got its name from the city. However, now many researchers criticize the hypothesis, since in reality neither the name of Voroneg nor the second city was revealed, and usually the names of Russian cities repeated the names of the rivers, but not vice versa.

The linguistic comparative analysis of the name "Voronezh" was carried out by the Khovansky Foundation in 2009. There is an indication of the place names of many countries in Eurasia, which may partly be not only similar in sound, but also united by common Indo-European languages: Varanasi, Varna, Verona, Brno, etc.

A comprehensive scientific analysis was conducted in 2015–2016 by the historian Pavel Popov. His conclusion: "Voronezh" is a probable Slavic macrotoponym associated with outstanding signs of nature, has a root voron- (from the proto-Slavic vorn) in the meaning of "black, dark" and the suffix -ezh (-azh, -ozh). It was not “transferred” and in the 8th - 9th centuries it marked a vast territory covered with black forests (oak forests) - from the mouth of the Voronezh river to the Voronozhsky annalistic forests in the middle and upper reaches of the river, and in the west to the Don (many forests were cut down). The historian believes that the main "city" of the early town-planning complex could repeat the name of the region – Voronezh. Now the hillfort is located in the administrative part of the modern city, in the Voronezh upland oak forest. This is one of Europe's largest ancient Slavic hillforts, the area of which – more than 9 hectares – 13 times the area of the main settlement in Kyiv before the baptism of Rus.

In it is assumed that the word "Voronezh" means bluing - a technique to increase the corrosion resistance of iron products. This explanation fits well with the proximity to the ancient city of Voronezh of a large iron deposit and the city of Stary Oskol.

Folk etymology claims the name comes from combining the Russian words for raven (ворон) and hedgehog (еж) into Воронеж. According to this explanation two Slavic tribes named after the animals used this combination to name the river which later in turn provided the name for a settlement. There is not believed to be any scientific support for this explanation.

In the 16th century, the Middle Don basin, including the Voronezh river, was gradually conquered by Muscovy from the Nogai Horde (a successor state of the Golden Horde), and the current city of Voronezh was established in 1585 by Feodor I as a fort protecting the Muravsky Trail trade route against the slave raids of the Nogai and Crimean Tatars. The city was named after the river.

17th to 19th centuries

In the 17th century, Voronezh gradually evolved into a sizable town. Weronecz is shown on the Worona river in Resania in Joan Blaeu's map of 1645. Peter the Great built a dockyard in Voronezh where the Azov Flotilla was constructed for the Azov campaigns in 1695 and 1696. This fleet, the first ever built in Russia, included the first Russian ship of the line, Goto Predestinatsia. The Orthodox diocese of Voronezh was instituted in 1682 and its first bishop, Mitrofan of Voronezh, was later proclaimed the town's patron saint.

Owing to the Voronezh Admiralty Wharf, for a short time, Voronezh became the largest city of South Russia and the economic center of a large and fertile region. In 1711, it was made the seat of the Azov Governorate, which eventually morphed into the Voronezh Governorate.

In the 19th century, Voronezh was a center of the Central Black Earth Region. Manufacturing industry (mills, tallow-melting, butter-making, soap, leather, and other works) as well as bread, cattle, suet, and the hair trade developed in the town. A railway connected Voronezh with Moscow in 1868 and Rostov-on-Don in 1871.

20th century

World War II

During World War II, Voronezh was the scene of fierce fighting between Soviet and combined Axis troops. The Germans used it as a staging area for their attack on Stalingrad, and made it a key crossing point on the Don River. In June 1941, two BM-13 (Fighting machine #13 Katyusha) artillery installations were built at the Voronezh excavator factory. In July, the construction of Katyushas was rationalized so that their manufacture became easier and the time of volley repetition was shortened from five minutes to fifteen seconds. More than 300 BM-13 units manufactured in Voronezh were used in a counterattack near Moscow in December 1941. In October 22, 1941, the advance of the German troops prompted the establishment of a defense committee in the city. On November 7, 1941, there was a troop parade, devoted to the anniversary of the October Revolution. Only three such parades were organized that year: in Moscow, Kuybyshev, and Voronezh. In late June 1942, the city was attacked by German and Hungarian forces. In response, Soviet forces formed the Voronezh Front. By July 6, the German army occupied the western river-bank suburbs before being subjected to a fierce Soviet counter-attack. By July 24 the frontline had stabilised along the Voronezh River as the German forces continued southeast into the Great Bend of the Don. The attack on Voronezh represented the first phase of the German Army's 1942 campaign in the Soviet Union, codenamed Case Blue.

Until January 25, 1943, parts of the Second German Army and the Second Hungarian Army occupied the western part of Voronezh. During Operation Little Saturn, the Ostrogozhsk–Rossosh Offensive, and the Voronezhsko-Kastornenskoy Offensive, the Voronezh Front exacted heavy casualties on Axis forces. On January 25, 1943, Voronezh was liberated after ten days of combat. During the war the city was almost completely ruined, with 92% of all buildings destroyed.

Post-war

By 1950, Voronezh had been rebuilt. Most buildings and historical monuments were repaired. It was also the location of a prestigious Suvorov Military School, a boarding school for young boys who were considered to be prospective military officers, many of whom had been orphaned by war.

In 1950–1960, new factories were established: a tire factory, a machine-tool factory, a factory of heavy mechanical pressing, and others. In 1968, Serial production of the Tupolev Tu-144 supersonic plane was established at the Voronezh Aviation factory. In October 1977, the first Soviet domestic wide-body plane, Ilyushin Il-86, was built there.

In 1989, TASS published details of an alleged UFO landing in the city's park and purported encounters with extraterrestrial beings reported by a number of children. A Russian scientist that was cited in initial TASS reports later told the Associated Press that he was misquoted, cautioning, "Don't believe all you hear from TASS," and "We never gave them part of what they published", and a TASS correspondent admitted the possibility that some "make-believe" had been added to the TASS story, saying, "I think there is a certain portion of truth, but it is not excluded that there is also fantasizing".

21st century

From 10 to 17 September 2011, Voronezh celebrated its 425th anniversary. The anniversary of the city was given the status of a federal scale celebration that helped attract large investments from the federal and regional budgets for development.

On December 17, 2012, Voronezh became the fifteenth city in Russia with a population of over one million people.

Today Voronezh is the economic, industrial, cultural, and scientific center of the Central Black Earth Region. As part of the annual tradition in the Russian city of Voronezh, every winter the main city square is thematically drawn around a classic literature. In 2020, the city was decorated using the motifs from Pyotr Ilyich Tchaikovsky's The Nutcracker. In the year of 2021, the architects drew inspiration from Hans Christian Andersen's fairy tale The Snow Queen as well as the animation classic The Snow Queen from the Soviet Union. The fairy tale replica city will feature the houses of Kai and Gerda, the palace of the snow queen, an ice rink, and illumination.

In June 2023, during the Wagner Group rebellion, forces of the Wagner Group claimed to have taken control of military facilities in the city. Later they were confirmed to have taken the city itself.

Administrative and municipal status

Voronezh is the administrative center of the oblast.[1] Within the framework of administrative divisions, it is incorporated as Voronezh Urban Okrug—an administrative unit with the status equal to that of the districts.[1] As a municipal division, this administrative unit also has urban okrug status.

City divisions

The city is divided into six administrative districts:

Zheleznodorozhny (183,17 km²)

Tsentralny (63,96 km²)

Kominternovsky (47,41 km²)

Leninsky (18,53 km²)

Sovetsky (156,6 km²)

Levoberezhny (123,89 km²)

Economy

The leading sectors of the urban economy in the 20th century were mechanical engineering, metalworking, the electronics industry and the food industry.

In the city are such companies as:

Tupolev Tu-144

Voronezhselmash (agricultural engineering)

Sozvezdie[36] (headquarter, JSC Concern “Sozvezdie”, in 1958 the world's first created mobile telephony and wireless telephone Altai

Verofarm (pharmaceutics, owner Abbott Laboratories),

Voronezh Mechanical Plant[37] (production of missile and aircraft engines, oil and gas equipment)

Mining Machinery Holding - RUDGORMASH[38] (production of drilling, mineral processing and mining equipment)

VNiiPM Research Institute of Semiconductor Engineering (equipment for plasma-chemical processes, technical-chemical equipment for liquid operations, water treatment equipment)

KBKhA Chemical Automatics Design Bureau with notable products:.

Pirelli Voronezh.

On the territory of the city district government Maslovka Voronezh region with the support of the Investment Fund of Russia, is implementing a project to create an industrial park, "Maslowski", to accommodate more than 100 new businesses, including the transformer factory of Siemens. On September 7, 2011 in Voronezh there opened a Global network operation center of Nokia Siemens Networks, which was the fifth in the world and the first in Russia.

Construction

In 2014, 926,000 square meters of housing was delivered.

Clusters of Voronezh

In clusters of tax incentives and different preferences, the full support of the authorities. A cluster of Oil and Gas Equipment, Radio-electronic cluster, Furniture cluster, IT cluster, Cluster aircraft, Cluster Electromechanics, Transport and logistics cluster, Cluster building materials and technologies.

Geography

Urban layout

Information about the original urban layout of Voronezh is contained in the "Patrol Book" of 1615. At that time, the city fortress was logged and located on the banks of the Voronezh River. In plan, it was an irregular quadrangle with a perimeter of about 238 meter. inside it, due to lack of space, there was no housing or siege yards, and even the cathedral church was supposed to be taken out. However, at this small fortress there was a large garrison - 666 households of service people. These courtyards were reliably protected by the second line of fortifications by a standing prison on taras with 25 towers covered with earth; behind the prison was a moat, and beyond the moat there were stakes. Voronezh was a typical military settlement (ostrog). In the city prison there were only settlements of military men: Streletskaya, Kazachya, Belomestnaya atamanskaya, Zatinnaya and Pushkarskaya. The posad population received the territory between the ostrog and the river, where the Monastyrskaya settlements (at the Assumption Monastery) was formed. Subsequently, the Yamnaya Sloboda was added to them, and on the other side of the fort, on the Chizhovka Mountain, the Chizhovskaya Sloboda of archers and Cossacks appeared. As a result, the Voronezh settlements surrounded the fortress in a ring. The location of the parish churches emphasized this ring-like and even distribution of settlements: the Ilyinsky Church of the Streletskaya Sloboda, the Pyatnitskaya Cossack and Pokrovskaya Belomestnaya were brought out to the passage towers of the prison. The Nikolskaya Church of the Streletskaya Sloboda was located near the marketplace (and, accordingly, the front facade of the fortress), and the paired ensemble of the Rozhdestvenskaya and Georgievskaya churches of the Cossack Sloboda marked the main street of the city, going from the Cossack Gate to the fortress tower.

Climate

Voronezh experiences a humid continental climate (Köppen: Dfb) with long, cold winters and short, warm summers.

Transportation

Air

The city is served by the Voronezh International Airport, which is located north of the city and is home to Polet Airlines. Voronezh is also home to the Pridacha Airport, a part of a major aircraft manufacturing facility VASO (Voronezhskoye Aktsionernoye Samoletostroitelnoye Obshchestvo, Voronezh aircraft production association) where the Tupolev Tu-144 (known in the West as the "Concordski"), was built and the only operational unit is still stored. Voronezh also hosts the Voronezh Malshevo air force base in the southwest of the city, which, according to a Natural Resources Defense Council report, houses nuclear bombers.[citation needed]

Rail

Since 1868, there is a railway connection between Voronezh and Moscow. Rail services form a part of the South Eastern Railway of the Russian Railways. Destinations served direct from Voronezh include Moscow, Kyiv, Kursk, Novorossiysk, Sochi, and Tambov. The main train station is called Voronezh-1 railway station and is located in the center of the city.

Bus

There are three bus stations in Voronezh that connect the city with destinations including Moscow, Belgorod, Lipetsk, Volgograd, Rostov-on-Don, and Astrakhan.

Education and culture

Aviastroiteley Park

The city has seven theaters, twelve museums, a number of movie theaters, a philharmonic hall, and a circus. It is also a major center of higher education in central Russia. The main educational facilities include:

Voronezh State University

Voronezh State Technical University

Voronezh State University of Architecture and Construction

Voronezh State Pedagogical University

Voronezh State Agricultural University

Voronezh State University of Engineering Technologies

Voronezh State Medical University named after N. N. Burdenko

Voronezh State Academy of Arts

Voronezh State University of Forestry and Technologies named after G.F. Morozov

Voronezh State Institute of Physical Training

Voronezh Institute of Russia's Home Affairs Ministry

Voronezh Institute of High Technologies

Military Educational and Scientific Center of the Air Force «N.E. Zhukovsky and Y.A. Gagarin Air Force Academy» (Voronezh)

Plekhanov Russian University of Economics (Voronezh branch)

Russian State University of Justice

Admiral Makarov State University of Sea and River Fleet (Voronezh branch)

International Institute of Computer Technologies

Voronezh Institute of Economics and Law

and a number of other affiliate and private-funded institutes and universities. There are 2000 schools within the city.

Theaters

Voronezh Chamber Theatre

Koltsov Academic Drama Theater

Voronezh State Opera and Ballet Theatre

Shut Puppet Theater

Festivals

Platonov International Arts Festival

Sports

ClubSportFoundedCurrent LeagueLeague

RankStadium

Fakel VoronezhFootball1947Russian Premier League1stTsentralnyi Profsoyuz Stadion

Energy VoronezhFootball1989Women's Premier League1stRudgormash Stadium

Buran VoronezhIce Hockey1977Higher Hockey League2ndYubileyny Sports Palace

VC VoronezhVolleyball2006Women's Higher Volleyball League A2ndKristall Sports Complex

Religion

Annunciation Orthodox Cathedral in Voronezh

Orthodox Christianity is the predominant religion in Voronezh.[citation needed] There is an Orthodox Jewish community in Voronezh, with a synagogue located on Stankevicha Street.

In 1682, the Voronezh diocese was formed to fight the schismatics. Its first head was Bishop Mitrofan (1623-1703) at the age of 58. Under him, the construction began on the new Annunciation Cathedral to replace the old one. In 1832, Mitrofan was canonized by the Russian Orthodox Church.

In the 1990s, many Orthodox churches were returned to the diocese. Their restoration was continued. In 2009, instead of the lost one, a new Annunciation Cathedral was built with a monument to St. Mitrofan erected next to it.

Cemeteries

There are ten cemeteries in Voronezh:

Levoberezhnoye Cemetery

Lesnoye Cemetery

Jewish Cemetery

Nikolskoye Cemetery

Pravoberezhnoye Cemetery

Budyonnovskoe Cemetery

Yugo-Zapadnoye Cemetery

Podgorenskоye Cemetery

Kominternovskoe Cemetery

Ternovoye Cemetery is а historical site closed to the public.

Born in Voronezh

18th century

Yevgeny Bolkhovitinov (1767–1837), Orthodox Metropolitan of Kiev and Galicia

Mikhail Pavlov (1792–1840), Russian academic and professor at Moscow University

19th century

1801–1850

Aleksey Koltsov (1809–1842), Russian poet

Ivan Nikitin (1824–1861), Russian poet

Nikolai Ge (1831–1894), Russian realist painter famous for his works on historical and religious motifs

Vasily Sleptsov (1836–1878), Russian writer and social reformer

Nikolay Kashkin (1839–1920), Russian music critic

1851–1900

Valentin Zhukovski (1858–1918), Russian orientalist

Vasily Goncharov (1861–1915), Russian film director and screenwriter, one of the pioneers of the film industry in the Russian Empire

Anastasiya Verbitskaya (1861–1928), Russian novelist, playwright, screenplay writer, publisher and feminist

Mikhail Olminsky (1863–1933), Russian Communist

Serge Voronoff (1866–1951), French surgeon of Russian extraction

Andrei Shingarev (1869–1918), Russian doctor, publicist and politician

Ivan Bunin (1870–1953), the first Russian writer to win the Nobel Prize for Literature

Alexander Ostuzhev (1874–1953), Russian and Soviet drama actor

Valerian Albanov (1881–1919), Russian navigator and polar explorer

Jan Hambourg (1882–1947), Russian violinist, a member of a famous musical family

Volin (1882–1945), anarchist

Boris Hambourg (1885–1954), Russian cellist who made his career in the USA, Canada, England and Europe

Boris Eikhenbaum (1886–1959), Russian and Soviet literary scholar, and historian of Russian literature

Anatoly Durov (1887–1928), Russian animal trainer

Samuil Marshak (1887–1964), Russian and Soviet writer, translator and children's poet

Eduard Shpolsky (1892–1975), Russian and Soviet physicist and educator

George of Syracuse (1893–1981), Eastern Orthodox archbishop of the Ecumenical Patriarchate

Yevgeny Gabrilovich (1899–1993), Soviet screenwriter

Semyon Krivoshein (1899–1978), Soviet tank commander; Lieutenant General

Andrei Platonov (1899–1951), Soviet Russian writer, playwright and poet

Ivan Pravov (1899–1971), Russian and Soviet film director and screenwriter

William Dameshek (1900–1969), American hematologist

20th century

1901–1930

Ivan Nikolaev (1901–1979), Soviet architect and educator

Galina Shubina (1902–1980), Russian poster and graphics artist

Pavel Cherenkov (1904–1990), Soviet physicist who shared the Nobel Prize in physics in 1958 with Ilya Frank and Igor Tamm for the discovery of Cherenkov radiation, made in 1934

Yakov Kreizer (1905–1969), Soviet field commander, General of the army and Hero of the Soviet Union

Iosif Rudakovsky (1914–1947), Soviet chess master

Pawel Kassatkin (1915–1987), Russian writer

Alexander Shelepin (1918–1994), Soviet state security officer and party statesman

Grigory Baklanov (1923–2009), Russian writer

Gleb Strizhenov (1923–1985), Soviet actor

Vladimir Zagorovsky (1925–1994), Russian chess grandmaster of correspondence chess and the fourth ICCF World Champion between 1962 and 1965

Konstantin Feoktistov (1926–2009), cosmonaut and engineer

Vitaly Vorotnikov (1926–2012), Soviet statesman

Arkady Davidowitz (1930), writer and aphorist

1931–1950

Grigory Sanakoev (1935), Russian International Correspondence Chess Grandmaster, most famous for being the twelfth ICCF World Champion (1984–1991)

Yuri Zhuravlyov (1935), Russian mathematician

Mykola Koltsov (1936–2011), Soviet footballer and Ukrainian football children and youth trainer

Vyacheslav Ovchinnikov (1936), Russian composer

Iya Savvina (1936–2011), Soviet film actress

Tamara Zamotaylova (1939), Soviet gymnast, who won four Olympic medals at the 1960 and 1964 Summer Olympics

Yury Smolyakov (1941), Soviet Olympic fencer

Yevgeny Lapinsky (1942–1999), Soviet Olympic volleyball player

Galina Bukharina (1945), Soviet athlete

Vladimir Patkin (1945), Soviet Olympic volleyball player

Vladimir Proskurin (1945), Soviet Russian football player and coach

Aleksandr Maleyev (1947), Soviet artistic gymnast

Valeri Nenenko (1950), Russian professional football coach and player

1951–1970

Vladimir Rokhlin, Jr. (1952), Russian-American mathematician and professor of computer science and mathematics at the Yale University

Lyubov Burda (1953), Russian artistic gymnast

Mikhail Khryukin (1955), Russian swimmer

Aleksandr Tkachyov (1957), Russian gymnast and two times Olympic Champion

Nikolai Vasilyev (1957), Russian professional football coach and player

Aleksandr Babanov (1958), Russian professional football coach and player

Sergey Koliukh (1960), Russian political figure; 4th Mayor of Voronezh

Yelena Davydova (1961), Soviet gymnast

Aleksandr Borodyuk (1962), Russian football manager and former international player for USSR and Russia

Aleksandr Chayev (1962), Russian swimmer

Elena Fanailova (1962), Russian poet

Alexander Litvinenko (1962–2006), officer of the Russian FSB and political dissident

Yuri Shishkin (1963), Russian professional football coach and player

Yuri Klinskikh (1964–2000), Russian musician, singer, songwriter, arranger, founder rock band Sektor Gaza

Yelena Ruzina (1964), athlete

Igor Bragin (1965), footballer

Gennadi Remezov (1965), Russian professional footballer

Valeri Shmarov (1965), Russian football player and coach

Konstantin Chernyshov (1967), Russian chess grandmaster

Igor Pyvin (1967), Russian professional football coach and player

Vladimir Bobrezhov (1968), Soviet sprint canoer

1971–1980

Oleg Gorobiy (1971), Russian sprint canoer

Anatoli Kanishchev (1971), Russian professional association footballer

Ruslan Mashchenko (1971), Russian hurdler

Aleksandr Ovsyannikov (1974), Russian professional footballer

Dmitri Sautin (1974), Russian diver who has won more medals than any other Olympic diver

Sergey Verlin (1974), Russian sprint canoer

Maxim Narozhnyy (1975–2011), Paralympian athlete

Aleksandr Cherkes (1976), Russian football coach and player

Andrei Durov (1977), Russian professional footballer

Nikolai Kryukov (1978), Russian artistic gymnast

Kirill Gerstein (1979), Jewish American and Russian pianist

Evgeny Ignatov (1979), Russian sprint canoeist

Aleksey Nikolaev (1979), Russian-Uzbekistan footballer

Aleksandr Palchikov (1979), former Russian professional football player

Konstantin Skrylnikov (1979), Russian professional footballer

Aleksandr Varlamov (1979), Russian diver

Angelina Yushkova (1979), Russian gymnast

Maksim Potapov (1980), professional ice hockey player

1981–1990

Alexander Krysanov (1981), Russian professional ice hockey forward

Yulia Nachalova (1981–2019), Soviet and Russian singer, actress and television presenter

Andrei Ryabykh (1982), Russian football player

Maxim Shchyogolev (1982), Russian theatre and film actor

Eduard Vorganov (1982), Russian professional road bicycle racer

Anton Buslov (1983–2014), Russian astrophysicist, blogger, columnist at The New Times magazine and expert on transportation systems

Dmitri Grachyov (1983), Russian footballer

Aleksandr Kokorev (1984), Russian professional football player

Dmitry Kozonchuk (1984), Russian professional road bicycle racer for Team Katusha

Alexander Khatuntsev (1985), Russian professional road bicycle racer

Egor Vyaltsev (1985), Russian professional basketball player

Samvel Aslanyan (1986), Russian handball player

Maksim Chistyakov (1986), Russian football player

Yevgeniy Dorokhin (1986), Russian sprint canoer

Daniil Gridnev (1986), Russian professional footballer

Vladimir Moskalyov (1986), Russian football referee

Elena Danilova (1987), Russian football forward

Sektor Gaza (1987–2000), punk band

Regina Moroz (1987), Russian female volleyball player

Roman Shishkin (1987), Russian footballer

Viktor Stroyev (1987), Russian footballer

Elena Terekhova (1987), Russian international footballer

Natalia Goncharova (1988), Russian diver

Yelena Yudina (1988), Russian skeleton racer

Dmitry Abakumov (1989), Russian professional association football player

Igor Boev (1989), Russian professional racing cyclist

Ivan Dobronravov (1989), Russian actor

Anna Bogomazova (1990), Russian kickboxer, martial artist, professional wrestler and valet

Yuriy Kunakov (1990), Russian diver

Vitaly Melnikov (1990), Russian backstroke swimmer

Kristina Pravdina (1990), Russian female artistic gymnast

Vladislav Ryzhkov (1990), Russian footballer

1991–2000

Danila Poperechny (1994), Russian stand-up comedian, actor, youtuber, podcaster

Darya Stukalova (1994), Russian Paralympic swimmer

Viktoria Komova (1995), Russian Olympic gymnast

Vitali Lystsov (1995), Russian professional footballer

Marina Nekrasova (1995), Russian-born Azerbaijani artistic gymnast

Vladislav Parshikov (1996), Russian football player

Dmitri Skopintsev (1997), Russian footballer

Alexander Eickholtz (1998) American sportsman

Angelina Melnikova (2000), Russian Olympic gymnast

Lived in Voronezh

Aleksey Khovansky (1814–1899), editor

Ivan Kramskoi (1837–1887), Russian painter and art critic

Mitrofan Pyatnitsky (1864–1927), Russian musician

Mikhail Tsvet (1872–1919), Russian botanist

Alexander Kuprin (1880–1960), Russian painter, a member of the Jack of Diamonds group

Yevgeny Zamyatin (1884-1937), Russian writer, went to school in Voronezh

Osip Mandelstam (1891–1938), Russian poet

Nadezhda Mandelstam (1899-1980), Russian writer

Gavriil Troyepolsky (1905–1995), Soviet writer

Nikolay Basov (1922–2001), Soviet physicist and educator

Vasily Peskov (1930–2013), Russian writer, journalist, photographer, traveller and ecologist

Valentina Popova (1972), Russian weightlifter

Igor Samsonov, painter

Tatyana Zrazhevskaya, Russian boxer

Voronezh is a city and the administrative centre of Voronezh Oblast in southwestern Russia straddling the Voronezh River, located 12 kilometers (7.5 mi) from where it flows into the Don River. The city sits on the Southeastern Railway, which connects western Russia with the Urals and Siberia, the Caucasus and Ukraine, and the M4 highway (Moscow–Voronezh–Rostov-on-Don–Novorossiysk). In recent years the city has experienced rapid population growth, rising in 2021 to 1,057,681, up from 889,680 recorded in the 2010 Census, making it the 14th-most populous city in the country.

History

The first chronicle references to the word "Voronezh" are dated 1177, when the Ryazan prince Yaropolk, having lost the battle, fled "to Voronozh" and there was moving "from town to town". Modern data of archeology and history interpret Voronezh as a geographical region, which included the Voronezh river (tributary of the Don) and a number of settlements. In the lower reaches of the river, a unique Slavic town-planning complex of the 8th – early 11th century was discovered, which covered the territory of the present city of Voronezh and its environs (about 42 km long, about 13 forts and many unfortified villages). By the 12th – 13th centuries, most of the old towns were desolate, but new settlements appeared upstream, closer to Ryazan.

For many years, the hypothesis of the Soviet historian Vladimir Zagorovsky dominated: he produced the toponym "Voronezh" from the hypothetical Slavic personal name Voroneg. This man allegedly gave the name of a small town in the Chernigov Principality (now the village of Voronezh in Ukraine). Later, in the 11th or 12th century, the settlers were able to "transfer" this name to the Don region, where they named the second city Voronezh, and the river got its name from the city. However, now many researchers criticize the hypothesis, since in reality neither the name of Voroneg nor the second city was revealed, and usually the names of Russian cities repeated the names of the rivers, but not vice versa.

The linguistic comparative analysis of the name "Voronezh" was carried out by the Khovansky Foundation in 2009. There is an indication of the place names of many countries in Eurasia, which may partly be not only similar in sound, but also united by common Indo-European languages: Varanasi, Varna, Verona, Brno, etc.

A comprehensive scientific analysis was conducted in 2015–2016 by the historian Pavel Popov. His conclusion: "Voronezh" is a probable Slavic macrotoponym associated with outstanding signs of nature, has a root voron- (from the proto-Slavic vorn) in the meaning of "black, dark" and the suffix -ezh (-azh, -ozh). It was not “transferred” and in the 8th - 9th centuries it marked a vast territory covered with black forests (oak forests) - from the mouth of the Voronezh river to the Voronozhsky annalistic forests in the middle and upper reaches of the river, and in the west to the Don (many forests were cut down). The historian believes that the main "city" of the early town-planning complex could repeat the name of the region – Voronezh. Now the hillfort is located in the administrative part of the modern city, in the Voronezh upland oak forest. This is one of Europe's largest ancient Slavic hillforts, the area of which – more than 9 hectares – 13 times the area of the main settlement in Kyiv before the baptism of Rus.

In it is assumed that the word "Voronezh" means bluing - a technique to increase the corrosion resistance of iron products. This explanation fits well with the proximity to the ancient city of Voronezh of a large iron deposit and the city of Stary Oskol.

Folk etymology claims the name comes from combining the Russian words for raven (ворон) and hedgehog (еж) into Воронеж. According to this explanation two Slavic tribes named after the animals used this combination to name the river which later in turn provided the name for a settlement. There is not believed to be any scientific support for this explanation.

In the 16th century, the Middle Don basin, including the Voronezh river, was gradually conquered by Muscovy from the Nogai Horde (a successor state of the Golden Horde), and the current city of Voronezh was established in 1585 by Feodor I as a fort protecting the Muravsky Trail trade route against the slave raids of the Nogai and Crimean Tatars. The city was named after the river.

17th to 19th centuries

In the 17th century, Voronezh gradually evolved into a sizable town. Weronecz is shown on the Worona river in Resania in Joan Blaeu's map of 1645. Peter the Great built a dockyard in Voronezh where the Azov Flotilla was constructed for the Azov campaigns in 1695 and 1696. This fleet, the first ever built in Russia, included the first Russian ship of the line, Goto Predestinatsia. The Orthodox diocese of Voronezh was instituted in 1682 and its first bishop, Mitrofan of Voronezh, was later proclaimed the town's patron saint.

Owing to the Voronezh Admiralty Wharf, for a short time, Voronezh became the largest city of South Russia and the economic center of a large and fertile region. In 1711, it was made the seat of the Azov Governorate, which eventually morphed into the Voronezh Governorate.

In the 19th century, Voronezh was a center of the Central Black Earth Region. Manufacturing industry (mills, tallow-melting, butter-making, soap, leather, and other works) as well as bread, cattle, suet, and the hair trade developed in the town. A railway connected Voronezh with Moscow in 1868 and Rostov-on-Don in 1871.

20th century

World War II

During World War II, Voronezh was the scene of fierce fighting between Soviet and combined Axis troops. The Germans used it as a staging area for their attack on Stalingrad, and made it a key crossing point on the Don River. In June 1941, two BM-13 (Fighting machine #13 Katyusha) artillery installations were built at the Voronezh excavator factory. In July, the construction of Katyushas was rationalized so that their manufacture became easier and the time of volley repetition was shortened from five minutes to fifteen seconds. More than 300 BM-13 units manufactured in Voronezh were used in a counterattack near Moscow in December 1941. In October 22, 1941, the advance of the German troops prompted the establishment of a defense committee in the city. On November 7, 1941, there was a troop parade, devoted to the anniversary of the October Revolution. Only three such parades were organized that year: in Moscow, Kuybyshev, and Voronezh. In late June 1942, the city was attacked by German and Hungarian forces. In response, Soviet forces formed the Voronezh Front. By July 6, the German army occupied the western river-bank suburbs before being subjected to a fierce Soviet counter-attack. By July 24 the frontline had stabilised along the Voronezh River as the German forces continued southeast into the Great Bend of the Don. The attack on Voronezh represented the first phase of the German Army's 1942 campaign in the Soviet Union, codenamed Case Blue.

Until January 25, 1943, parts of the Second German Army and the Second Hungarian Army occupied the western part of Voronezh. During Operation Little Saturn, the Ostrogozhsk–Rossosh Offensive, and the Voronezhsko-Kastornenskoy Offensive, the Voronezh Front exacted heavy casualties on Axis forces. On January 25, 1943, Voronezh was liberated after ten days of combat. During the war the city was almost completely ruined, with 92% of all buildings destroyed.

Post-war

By 1950, Voronezh had been rebuilt. Most buildings and historical monuments were repaired. It was also the location of a prestigious Suvorov Military School, a boarding school for young boys who were considered to be prospective military officers, many of whom had been orphaned by war.

In 1950–1960, new factories were established: a tire factory, a machine-tool factory, a factory of heavy mechanical pressing, and others. In 1968, Serial production of the Tupolev Tu-144 supersonic plane was established at the Voronezh Aviation factory. In October 1977, the first Soviet domestic wide-body plane, Ilyushin Il-86, was built there.

In 1989, TASS published details of an alleged UFO landing in the city's park and purported encounters with extraterrestrial beings reported by a number of children. A Russian scientist that was cited in initial TASS reports later told the Associated Press that he was misquoted, cautioning, "Don't believe all you hear from TASS," and "We never gave them part of what they published", and a TASS correspondent admitted the possibility that some "make-believe" had been added to the TASS story, saying, "I think there is a certain portion of truth, but it is not excluded that there is also fantasizing".

21st century

From 10 to 17 September 2011, Voronezh celebrated its 425th anniversary. The anniversary of the city was given the status of a federal scale celebration that helped attract large investments from the federal and regional budgets for development.

On December 17, 2012, Voronezh became the fifteenth city in Russia with a population of over one million people.

Today Voronezh is the economic, industrial, cultural, and scientific center of the Central Black Earth Region. As part of the annual tradition in the Russian city of Voronezh, every winter the main city square is thematically drawn around a classic literature. In 2020, the city was decorated using the motifs from Pyotr Ilyich Tchaikovsky's The Nutcracker. In the year of 2021, the architects drew inspiration from Hans Christian Andersen's fairy tale The Snow Queen as well as the animation classic The Snow Queen from the Soviet Union. The fairy tale replica city will feature the houses of Kai and Gerda, the palace of the snow queen, an ice rink, and illumination.

In June 2023, during the Wagner Group rebellion, forces of the Wagner Group claimed to have taken control of military facilities in the city. Later they were confirmed to have taken the city itself.

Administrative and municipal status

Voronezh is the administrative center of the oblast.[1] Within the framework of administrative divisions, it is incorporated as Voronezh Urban Okrug—an administrative unit with the status equal to that of the districts.[1] As a municipal division, this administrative unit also has urban okrug status.

City divisions

The city is divided into six administrative districts:

Zheleznodorozhny (183,17 km²)

Tsentralny (63,96 km²)

Kominternovsky (47,41 km²)

Leninsky (18,53 km²)

Sovetsky (156,6 km²)

Levoberezhny (123,89 km²)

Economy

The leading sectors of the urban economy in the 20th century were mechanical engineering, metalworking, the electronics industry and the food industry.

In the city are such companies as:

Tupolev Tu-144

Voronezhselmash (agricultural engineering)

Sozvezdie[36] (headquarter, JSC Concern “Sozvezdie”, in 1958 the world's first created mobile telephony and wireless telephone Altai

Verofarm (pharmaceutics, owner Abbott Laboratories),

Voronezh Mechanical Plant[37] (production of missile and aircraft engines, oil and gas equipment)

Mining Machinery Holding - RUDGORMASH[38] (production of drilling, mineral processing and mining equipment)

VNiiPM Research Institute of Semiconductor Engineering (equipment for plasma-chemical processes, technical-chemical equipment for liquid operations, water treatment equipment)

KBKhA Chemical Automatics Design Bureau with notable products:.

Pirelli Voronezh.

On the territory of the city district government Maslovka Voronezh region with the support of the Investment Fund of Russia, is implementing a project to create an industrial park, "Maslowski", to accommodate more than 100 new businesses, including the transformer factory of Siemens. On September 7, 2011 in Voronezh there opened a Global network operation center of Nokia Siemens Networks, which was the fifth in the world and the first in Russia.

Construction

In 2014, 926,000 square meters of housing was delivered.

Clusters of Voronezh

In clusters of tax incentives and different preferences, the full support of the authorities. A cluster of Oil and Gas Equipment, Radio-electronic cluster, Furniture cluster, IT cluster, Cluster aircraft, Cluster Electromechanics, Transport and logistics cluster, Cluster building materials and technologies.

Geography

Urban layout

Information about the original urban layout of Voronezh is contained in the "Patrol Book" of 1615. At that time, the city fortress was logged and located on the banks of the Voronezh River. In plan, it was an irregular quadrangle with a perimeter of about 238 meter. inside it, due to lack of space, there was no housing or siege yards, and even the cathedral church was supposed to be taken out. However, at this small fortress there was a large garrison - 666 households of service people. These courtyards were reliably protected by the second line of fortifications by a standing prison on taras with 25 towers covered with earth; behind the prison was a moat, and beyond the moat there were stakes. Voronezh was a typical military settlement (ostrog). In the city prison there were only settlements of military men: Streletskaya, Kazachya, Belomestnaya atamanskaya, Zatinnaya and Pushkarskaya. The posad population received the territory between the ostrog and the river, where the Monastyrskaya settlements (at the Assumption Monastery) was formed. Subsequently, the Yamnaya Sloboda was added to them, and on the other side of the fort, on the Chizhovka Mountain, the Chizhovskaya Sloboda of archers and Cossacks appeared. As a result, the Voronezh settlements surrounded the fortress in a ring. The location of the parish churches emphasized this ring-like and even distribution of settlements: the Ilyinsky Church of the Streletskaya Sloboda, the Pyatnitskaya Cossack and Pokrovskaya Belomestnaya were brought out to the passage towers of the prison. The Nikolskaya Church of the Streletskaya Sloboda was located near the marketplace (and, accordingly, the front facade of the fortress), and the paired ensemble of the Rozhdestvenskaya and Georgievskaya churches of the Cossack Sloboda marked the main street of the city, going from the Cossack Gate to the fortress tower.

Climate

Voronezh experiences a humid continental climate (Köppen: Dfb) with long, cold winters and short, warm summers.

Transportation

Air

The city is served by the Voronezh International Airport, which is located north of the city and is home to Polet Airlines. Voronezh is also home to the Pridacha Airport, a part of a major aircraft manufacturing facility VASO (Voronezhskoye Aktsionernoye Samoletostroitelnoye Obshchestvo, Voronezh aircraft production association) where the Tupolev Tu-144 (known in the West as the "Concordski"), was built and the only operational unit is still stored. Voronezh also hosts the Voronezh Malshevo air force base in the southwest of the city, which, according to a Natural Resources Defense Council report, houses nuclear bombers.[citation needed]

Rail

Since 1868, there is a railway connection between Voronezh and Moscow. Rail services form a part of the South Eastern Railway of the Russian Railways. Destinations served direct from Voronezh include Moscow, Kyiv, Kursk, Novorossiysk, Sochi, and Tambov. The main train station is called Voronezh-1 railway station and is located in the center of the city.

Bus

There are three bus stations in Voronezh that connect the city with destinations including Moscow, Belgorod, Lipetsk, Volgograd, Rostov-on-Don, and Astrakhan.

Education and culture

Aviastroiteley Park

The city has seven theaters, twelve museums, a number of movie theaters, a philharmonic hall, and a circus. It is also a major center of higher education in central Russia. The main educational facilities include:

Voronezh State University

Voronezh State Technical University

Voronezh State University of Architecture and Construction

Voronezh State Pedagogical University

Voronezh State Agricultural University

Voronezh State University of Engineering Technologies

Voronezh State Medical University named after N. N. Burdenko

Voronezh State Academy of Arts

Voronezh State University of Forestry and Technologies named after G.F. Morozov

Voronezh State Institute of Physical Training

Voronezh Institute of Russia's Home Affairs Ministry

Voronezh Institute of High Technologies

Military Educational and Scientific Center of the Air Force «N.E. Zhukovsky and Y.A. Gagarin Air Force Academy» (Voronezh)

Plekhanov Russian University of Economics (Voronezh branch)

Russian State University of Justice

Admiral Makarov State University of Sea and River Fleet (Voronezh branch)

International Institute of Computer Technologies

Voronezh Institute of Economics and Law

and a number of other affiliate and private-funded institutes and universities. There are 2000 schools within the city.

Theaters

Voronezh Chamber Theatre

Koltsov Academic Drama Theater

Voronezh State Opera and Ballet Theatre

Shut Puppet Theater

Festivals

Platonov International Arts Festival

Sports

ClubSportFoundedCurrent LeagueLeague

RankStadium

Fakel VoronezhFootball1947Russian Premier League1stTsentralnyi Profsoyuz Stadion

Energy VoronezhFootball1989Women's Premier League1stRudgormash Stadium

Buran VoronezhIce Hockey1977Higher Hockey League2ndYubileyny Sports Palace

VC VoronezhVolleyball2006Women's Higher Volleyball League A2ndKristall Sports Complex

Religion

Annunciation Orthodox Cathedral in Voronezh

Orthodox Christianity is the predominant religion in Voronezh.[citation needed] There is an Orthodox Jewish community in Voronezh, with a synagogue located on Stankevicha Street.

In 1682, the Voronezh diocese was formed to fight the schismatics. Its first head was Bishop Mitrofan (1623-1703) at the age of 58. Under him, the construction began on the new Annunciation Cathedral to replace the old one. In 1832, Mitrofan was canonized by the Russian Orthodox Church.

In the 1990s, many Orthodox churches were returned to the diocese. Their restoration was continued. In 2009, instead of the lost one, a new Annunciation Cathedral was built with a monument to St. Mitrofan erected next to it.

Cemeteries

There are ten cemeteries in Voronezh:

Levoberezhnoye Cemetery

Lesnoye Cemetery

Jewish Cemetery

Nikolskoye Cemetery

Pravoberezhnoye Cemetery

Budyonnovskoe Cemetery

Yugo-Zapadnoye Cemetery

Podgorenskоye Cemetery

Kominternovskoe Cemetery

Ternovoye Cemetery is а historical site closed to the public.

Born in Voronezh

18th century

Yevgeny Bolkhovitinov (1767–1837), Orthodox Metropolitan of Kiev and Galicia

Mikhail Pavlov (1792–1840), Russian academic and professor at Moscow University

19th century

1801–1850

Aleksey Koltsov (1809–1842), Russian poet

Ivan Nikitin (1824–1861), Russian poet

Nikolai Ge (1831–1894), Russian realist painter famous for his works on historical and religious motifs

Vasily Sleptsov (1836–1878), Russian writer and social reformer

Nikolay Kashkin (1839–1920), Russian music critic

1851–1900

Valentin Zhukovski (1858–1918), Russian orientalist

Vasily Goncharov (1861–1915), Russian film director and screenwriter, one of the pioneers of the film industry in the Russian Empire

Anastasiya Verbitskaya (1861–1928), Russian novelist, playwright, screenplay writer, publisher and feminist

Mikhail Olminsky (1863–1933), Russian Communist

Serge Voronoff (1866–1951), French surgeon of Russian extraction

Andrei Shingarev (1869–1918), Russian doctor, publicist and politician

Ivan Bunin (1870–1953), the first Russian writer to win the Nobel Prize for Literature

Alexander Ostuzhev (1874–1953), Russian and Soviet drama actor

Valerian Albanov (1881–1919), Russian navigator and polar explorer

Jan Hambourg (1882–1947), Russian violinist, a member of a famous musical family

Volin (1882–1945), anarchist

Boris Hambourg (1885–1954), Russian cellist who made his career in the USA, Canada, England and Europe

Boris Eikhenbaum (1886–1959), Russian and Soviet literary scholar, and historian of Russian literature

Anatoly Durov (1887–1928), Russian animal trainer

Samuil Marshak (1887–1964), Russian and Soviet writer, translator and children's poet

Eduard Shpolsky (1892–1975), Russian and Soviet physicist and educator

George of Syracuse (1893–1981), Eastern Orthodox archbishop of the Ecumenical Patriarchate

Yevgeny Gabrilovich (1899–1993), Soviet screenwriter

Semyon Krivoshein (1899–1978), Soviet tank commander; Lieutenant General

Andrei Platonov (1899–1951), Soviet Russian writer, playwright and poet

Ivan Pravov (1899–1971), Russian and Soviet film director and screenwriter

William Dameshek (1900–1969), American hematologist

20th century

1901–1930

Ivan Nikolaev (1901–1979), Soviet architect and educator

Galina Shubina (1902–1980), Russian poster and graphics artist

Pavel Cherenkov (1904–1990), Soviet physicist who shared the Nobel Prize in physics in 1958 with Ilya Frank and Igor Tamm for the discovery of Cherenkov radiation, made in 1934

Yakov Kreizer (1905–1969), Soviet field commander, General of the army and Hero of the Soviet Union

Iosif Rudakovsky (1914–1947), Soviet chess master

Pawel Kassatkin (1915–1987), Russian writer

Alexander Shelepin (1918–1994), Soviet state security officer and party statesman

Grigory Baklanov (1923–2009), Russian writer

Gleb Strizhenov (1923–1985), Soviet actor

Vladimir Zagorovsky (1925–1994), Russian chess grandmaster of correspondence chess and the fourth ICCF World Champion between 1962 and 1965

Konstantin Feoktistov (1926–2009), cosmonaut and engineer

Vitaly Vorotnikov (1926–2012), Soviet statesman

Arkady Davidowitz (1930), writer and aphorist

1931–1950

Grigory Sanakoev (1935), Russian International Correspondence Chess Grandmaster, most famous for being the twelfth ICCF World Champion (1984–1991)

Yuri Zhuravlyov (1935), Russian mathematician

Mykola Koltsov (1936–2011), Soviet footballer and Ukrainian football children and youth trainer

Vyacheslav Ovchinnikov (1936), Russian composer

Iya Savvina (1936–2011), Soviet film actress

Tamara Zamotaylova (1939), Soviet gymnast, who won four Olympic medals at the 1960 and 1964 Summer Olympics

Yury Smolyakov (1941), Soviet Olympic fencer

Yevgeny Lapinsky (1942–1999), Soviet Olympic volleyball player

Galina Bukharina (1945), Soviet athlete

Vladimir Patkin (1945), Soviet Olympic volleyball player

Vladimir Proskurin (1945), Soviet Russian football player and coach

Aleksandr Maleyev (1947), Soviet artistic gymnast

Valeri Nenenko (1950), Russian professional football coach and player

1951–1970

Vladimir Rokhlin, Jr. (1952), Russian-American mathematician and professor of computer science and mathematics at the Yale University

Lyubov Burda (1953), Russian artistic gymnast

Mikhail Khryukin (1955), Russian swimmer

Aleksandr Tkachyov (1957), Russian gymnast and two times Olympic Champion

Nikolai Vasilyev (1957), Russian professional football coach and player

Aleksandr Babanov (1958), Russian professional football coach and player

Sergey Koliukh (1960), Russian political figure; 4th Mayor of Voronezh

Yelena Davydova (1961), Soviet gymnast

Aleksandr Borodyuk (1962), Russian football manager and former international player for USSR and Russia

Aleksandr Chayev (1962), Russian swimmer

Elena Fanailova (1962), Russian poet

Alexander Litvinenko (1962–2006), officer of the Russian FSB and political dissident

Yuri Shishkin (1963), Russian professional football coach and player

Yuri Klinskikh (1964–2000), Russian musician, singer, songwriter, arranger, founder rock band Sektor Gaza

Yelena Ruzina (1964), athlete

Igor Bragin (1965), footballer

Gennadi Remezov (1965), Russian professional footballer

Valeri Shmarov (1965), Russian football player and coach

Konstantin Chernyshov (1967), Russian chess grandmaster

Igor Pyvin (1967), Russian professional football coach and player

Vladimir Bobrezhov (1968), Soviet sprint canoer

1971–1980

Oleg Gorobiy (1971), Russian sprint canoer

Anatoli Kanishchev (1971), Russian professional association footballer

Ruslan Mashchenko (1971), Russian hurdler

Aleksandr Ovsyannikov (1974), Russian professional footballer

Dmitri Sautin (1974), Russian diver who has won more medals than any other Olympic diver

Sergey Verlin (1974), Russian sprint canoer

Maxim Narozhnyy (1975–2011), Paralympian athlete

Aleksandr Cherkes (1976), Russian football coach and player

Andrei Durov (1977), Russian professional footballer

Nikolai Kryukov (1978), Russian artistic gymnast

Kirill Gerstein (1979), Jewish American and Russian pianist

Evgeny Ignatov (1979), Russian sprint canoeist

Aleksey Nikolaev (1979), Russian-Uzbekistan footballer

Aleksandr Palchikov (1979), former Russian professional football player

Konstantin Skrylnikov (1979), Russian professional footballer

Aleksandr Varlamov (1979), Russian diver

Angelina Yushkova (1979), Russian gymnast

Maksim Potapov (1980), professional ice hockey player

1981–1990

Alexander Krysanov (1981), Russian professional ice hockey forward

Yulia Nachalova (1981–2019), Soviet and Russian singer, actress and television presenter

Andrei Ryabykh (1982), Russian football player

Maxim Shchyogolev (1982), Russian theatre and film actor

Eduard Vorganov (1982), Russian professional road bicycle racer

Anton Buslov (1983–2014), Russian astrophysicist, blogger, columnist at The New Times magazine and expert on transportation systems

Dmitri Grachyov (1983), Russian footballer

Aleksandr Kokorev (1984), Russian professional football player

Dmitry Kozonchuk (1984), Russian professional road bicycle racer for Team Katusha

Alexander Khatuntsev (1985), Russian professional road bicycle racer

Egor Vyaltsev (1985), Russian professional basketball player

Samvel Aslanyan (1986), Russian handball player

Maksim Chistyakov (1986), Russian football player

Yevgeniy Dorokhin (1986), Russian sprint canoer

Daniil Gridnev (1986), Russian professional footballer

Vladimir Moskalyov (1986), Russian football referee

Elena Danilova (1987), Russian football forward

Sektor Gaza (1987–2000), punk band

Regina Moroz (1987), Russian female volleyball player

Roman Shishkin (1987), Russian footballer

Viktor Stroyev (1987), Russian footballer

Elena Terekhova (1987), Russian international footballer

Natalia Goncharova (1988), Russian diver

Yelena Yudina (1988), Russian skeleton racer

Dmitry Abakumov (1989), Russian professional association football player

Igor Boev (1989), Russian professional racing cyclist

Ivan Dobronravov (1989), Russian actor

Anna Bogomazova (1990), Russian kickboxer, martial artist, professional wrestler and valet

Yuriy Kunakov (1990), Russian diver

Vitaly Melnikov (1990), Russian backstroke swimmer

Kristina Pravdina (1990), Russian female artistic gymnast

Vladislav Ryzhkov (1990), Russian footballer

1991–2000

Danila Poperechny (1994), Russian stand-up comedian, actor, youtuber, podcaster

Darya Stukalova (1994), Russian Paralympic swimmer

Viktoria Komova (1995), Russian Olympic gymnast

Vitali Lystsov (1995), Russian professional footballer

Marina Nekrasova (1995), Russian-born Azerbaijani artistic gymnast

Vladislav Parshikov (1996), Russian football player

Dmitri Skopintsev (1997), Russian footballer

Alexander Eickholtz (1998) American sportsman

Angelina Melnikova (2000), Russian Olympic gymnast

Lived in Voronezh

Aleksey Khovansky (1814–1899), editor

Ivan Kramskoi (1837–1887), Russian painter and art critic

Mitrofan Pyatnitsky (1864–1927), Russian musician

Mikhail Tsvet (1872–1919), Russian botanist

Alexander Kuprin (1880–1960), Russian painter, a member of the Jack of Diamonds group

Yevgeny Zamyatin (1884-1937), Russian writer, went to school in Voronezh

Osip Mandelstam (1891–1938), Russian poet

Nadezhda Mandelstam (1899-1980), Russian writer

Gavriil Troyepolsky (1905–1995), Soviet writer

Nikolay Basov (1922–2001), Soviet physicist and educator

Vasily Peskov (1930–2013), Russian writer, journalist, photographer, traveller and ecologist

Valentina Popova (1972), Russian weightlifter

Igor Samsonov, painter

Tatyana Zrazhevskaya, Russian boxer

This image has been digitised from Queensland State Archives, Series ID S2149: Railway Glass Plate Negatives - Queensland Rail Heritage Collection. It is one of the images depicting the many stations, bridges and tracks that people and goods travelled from, on and through all over the Queensland Rail network.

Roma Street Railway Station occupies a 0.55ha site within the extensive Roma Street Station transit complex, located on the western side of the Brisbane central business district. The substantial masonry station building (1875) is set back from and faces Roma Street (although partially obscured by later development), and has a prominent centred entrance to the front (south) and a platform along the rear (north). A later platform and awning to the south is associated with the former Country Station development (1939/40).

Features of Roma Street Railway Station of state-level cultural heritage significance are:

Station building (1875)

Platform (1875)

Country Station platform and awning (1939)

Views

The state-level periods of significance of the place are layered and relate to its origins and use as a passenger station (1875-1940) and railway design, traffic and management offices (1875-1974), and the establishment of the former Country Station (1939/40).

A large iron-roofed shelter (c1980) to the east of the station, small buildings to the west, and a lift, stairs and escalators accessing the modern subway below, are not of state-level cultural heritage significance.

The Roma Street Railway Station was opened in 1875 as the first Brisbane Terminal Station for use on the Brisbane end of the Southern and Western Railway Line from Ipswich. The two-storey station building was designed by Francis Drummond Greville (FDG) Stanley, the Colonial Architect and Superintendent of Public Buildings, in 1873 and built over the next two years by Brisbane builder, John Petrie. The station operated as the Brisbane terminal station until 1889, as a major passenger and administration station until 1940, and Brisbane’s primary railway goods facility until 1991. It served as offices for the Queensland Railway Department (later Queensland Railways, later Queensland Rail) staff for over 100 years, and is the one of the oldest surviving railway buildings in Queensland.

In the Australian colonies, governments fostered the development of railways as a means of developing the country and encouraging settlement. It was argued that rail would reduce freight costs and save travel time for passengers.[1] Queensland’s first railway survey was undertaken by the New South Wales Government in 1856, and following separation, Queensland Parliament passed the Railway Act in 1863, enabling railways to be constructed in the colony. The railway network developed along decentralised lines extending from ports to pastoral and mining centres. The first line, between Ipswich and Bigge's Camp, 34km west of Ipswich (later Grandchester, QHR600729), was opened in 1865. This was the first stage of the four-stage Southern and Western Railway project which linked Ipswich to Toowoomba in 1867, Warwick in 1871, and Dalby in 1878. New railways opened west from Rockhampton in 1867 (the Northern Line, later renamed the Central Railway), west from Townsville in 1880 (the Great Northern Line), Cairns in 1887, and south from Normanton in 1891.

The Southern and Western Railway served the pastoralists and industrialists of Ipswich and the Darling Downs, and was primarily for goods, rather than passengers. With the railhead at Ipswich, a railway to Brisbane was not initially considered essential, as goods could be shipped from Ipswich to Brisbane’s port for export. However, the Bremer and upper Brisbane rivers could not cope with large shipping, and lobbying began for an extension to Brisbane. A preliminary survey of possible lines was completed in 1865,[4] but concerns over the extension’s financial viability put work on hold. A Royal Commission on Railway Construction was called in the 1870s, and recommended the extension: the business generated by it was likely to be profitable, and the colony’s economy, which had collapsed in the mid-1860s, had been bolstered by the Gympie gold rush and was better able to afford new infrastructure.

The extension between Ipswich and Oxley was approved in August 1872,[6] and, the first sod on the extension was turned at Goodna in January 1873. From Oxley, two lines had been surveyed, terminating either at North or South Brisbane. After extensive debate, the route to North Brisbane, via a bridge at Oxley Point (Indooroopilly), was chosen as more cost-effective. The terminus of this route, selected by Railway Department Chief Engineer HC Stanley, was located within the Grammar School reserve at the base of the ‘Green Hills’ (Petrie Terrace). The site was unused by the school and was large enough for a major passenger station and goods yard.

The section between Oxley and Brisbane was approved in October 1873,[9] and the Government called for tenders for the construction of the railway terminus station in Brisbane. FDG Stanley, the recently-appointed Colonial Architect and Superintendent of Buildings within the Public Works Department, was the designer of the building. Stanley had commenced with the Public Works Department in 1863, serving as Superintendent of Buildings after Charles Tiffin vacated the Colonial Architect’s position. He was the official Colonial Architect from 1873-1883, when the colony, recovering from the economic collapse of the 1860s, began to invest in public buildings. Stanley’s designs, balancing classical styles and stylistic features with climate-appropriate adaptations and economic restraint, helped define public architecture in Queensland. Extant examples of major works, designed while he was Colonial Architect, include the original State Library (1876-9, QHR600177); Toowoomba Court House (1876-8, QHR600848); Townsville Magistrates Court (1876-7, QHR600929); Townsville Gaol (now part of Townsville Central State School, 1877, QHR601162); Brisbane’s Port Office (1880, QHR600088); Toowoomba Hospital (surviving kitchen wing 1880, QHR601296); post offices at Gympie (1878-80, QHR600534), South Brisbane (1881, QHR600302) and Toowoomba (1880, QHR600847); as well as the Brisbane Supreme Court (no longer extant). As Superintendent of Buildings he designed the Toowoomba Railway Station (1874, QHR600872), Government Printing Office (1873, QHR600114) and Lady Elliott Island Lighthouse (1872-3).

The Brisbane Courier provided a detailed description of the proposed Terminus Passenger Station in October 1873:

The general style of the building will be that known as the Italian Gothic order of architecture. The material used...will be pressed brick with cut stone facings, this being chosen on account of its durability and as also affording the greatest consonant with economy. The station will consist of a main building, two storeys high, flanked at each end by a single storey wing.

The building was designed to house both a passenger station and railway administrative offices. Passengers would access the station from Roma Street via a carriageway, disembarking at the station’s central carriage porch. The porch fronted a 10ft (3m) wide arcade running the length of the main building. From the arcade, passengers would enter either the first-class booking office on the east or the second-class booking office on the west, both served by a semi-circular ticket office on the rear (northern) wall. Female passengers travelling on second-class tickets could wait in a small room located along a western passage, while separate waiting rooms for first-class male and female passengers were east of the first-class booking office. Doorways in the rear wall of the booking offices and waiting rooms led directly onto the 190-foot (58m) long departure platform. Arriving passengers exited the station via a second platform across the rail line. Luggage was loaded onto trains via the luggage passage, on the eastern end of the building. The guards and porters room, staff facilities, a lamp room and stairs to the upper floor were situated in the eastern wing. The western side of the building held public services, including the telegraph office, station master’s office, and parcel and book office, accessible via a public lobby at the end of the arcade. A private staircase to the traffic managers’ office, a staircase to the traffic department, and toilet facilities were located in the western wing. An office or book stall space, in the northwestern side of the building, was accessible from the platform.

Upstairs, the offices of the traffic department, clerks, accountant, draughtsmen, Railways Engineer, Resident Engineer and contractors were accessed from a central passageway which ran almost the length of the building; with a small S-bend in the western end. An arch in the centre of the corridor marked the separation of the traffic department from the Chief Engineer’s office. Both wings hosted staircases.

The building included adaptations for the climate. The arcade sheltered the ground floor rooms from the sun, while skylights in the ceiling and a ventilated lantern provided light and ventilation to the upper floor. All public rooms and most of the offices were fitted with fireplaces. A platform shade, installed on the northern wall of the building over the platform, sheltered passengers from the weather, and was composed of material from an iron station building imported from England for use at Toowoomba. It was supported by brick buttresses at both ends of the building (extant) and on the arrivals platform (no longer extant).

Commensurate with Stanley’s design approach, materials used for the station reflected elegance but economy. Apart from the recycled iron roof trusses and columns, the building was constructed of machine-pressed bricks made from locally-sourced clay, more affordable than stone, and praised as ‘cleaner, sharper [and] finer’ than Brisbane bricks used in earlier buildings. Freestone for the building dressings and columns was sourced from Murphy’s Creek.

Construction work took place over two years, after contractor John Petrie’s tender of £11,845 was accepted in December 1873. Progress was slow, with the stonework foundations underway in June 1874, and the building only ten foot above the ground by September. The line from Ipswich to Brisbane was opened without ceremony on 14 June 1875. The platform at Brisbane Terminus Passenger Station was half-paved, the rooms and corridors incomplete, the roofing over the platform in progress and there was no permanent lighting. Nonetheless, an interested crowd gathered to watch the first outbound services leave the station. The building was sufficiently complete by August 1875 for the Brisbane Courier to describe it as ‘in all respects convenient, handsome, and well-designed’. The station’s arcade was later highlighted as one of Brisbane’s valued architectural features.

The Brisbane to Ipswich route quickly became the busiest section of line in Queensland. Merchandise and imported goods from the ports were despatched along the line, while produce from the Darling Downs and surrounds – including coal, flour, wool, hay, maize, livestock, vegetable and dairy produce – was brought to Brisbane. A central goods handling facility was opened at the Terminal Station, including a large (64m long) goods shed and two sidings, erected in 1875-6 (no longer extant), while railway produce markets opened outside the station, along George and Roma streets. A maintenance yard also operated at Roma Street, including locomotive and carriage sheds. By 1882 the Terminal Station platforms had been extended to cope with the traffic and trade. Traffic reduced slightly after some export goods were diverted to South Brisbane in 1884,[32] but expanded again.[33] Cattle yards, produce sheds, carriage sheds, gas works, goods sheds, coal stages, cold stores, additional locomotive sheds and siding extensions were all added to Roma Street’s goods yard. None of these structures survive in 2020.

Passengers also used the line. Residential occupation of Toowong and Indooroopilly boomed as middle-class city workers took advantage of the four daily train services. In 1882 rail lines were opened from the Terminal Station to Sandgate and the Racecourse, taking day-trippers to the seaside and races, and bringing northern suburbs passengers into Brisbane. In January 1888, the first through-service to Sydney departed from the Terminal Station. However, travellers criticised the lack of direct access from the Terminal Station to the central business district, and in 1889, the Brisbane Central Railway Station was opened. Central Railway Station (QHR 600073) – located closer to the General Post Office and city office buildings – became Brisbane’s main passenger station, and the original Terminal Station was renamed Roma Street Railway Station.

Despite its diminished status, Roma Street remained a major centre for passengers and travellers. Through the 19th and early 20th centuries, guards of honour lined Roma Street to greet and farewell significant visitors and figures, including premiers Morehead and Griffith, governors Norman and Lamington; Governor-General Munro-Ferguson; the late politician JM Macrossan, who had died in Sydney; singer Nellie Melba; Lord Kitchener; and Salvation Army General Booth. Roma Street continued to operate as the Sydney Mail terminus until 1931, when the service shifted to South Brisbane. Crowds thronged to Roma Street Station as soldiers departed for the South African War and World War I. Travelling circuses performed in the Roma Street yards, and an historic parade in 1936 included a ‘Puffing Billy’ locomotive, which was displayed at the yards until 1959. Roma Street also continued as the city’s primary goods terminus.

The station building played an important role as office accommodation for Queensland railway staff. Internal rearrangements were made to the building to accommodate growing staff numbers, and improve their working conditions. It was one of the first buildings in Queensland to feature electric light, installed in 1884.[50] The Chief Engineer vacated the building in 1901 and was replaced by the general traffic manager’s department, with a telephonic system of communication installed the same year. Bunker, lumber and message rooms were added to the wings by 1907; a traffic collector’s office and new strongroom were installed in 1911; and parcels, printing offices and machine rooms replaced the first-class waiting rooms, guards’ room and lamp room by 1920. In 1915, an additional storey was constructed atop the central carriage porch, providing more accommodation for the Traffic Branch on the first floor. A traffic control system, coordinating trains between Brisbane and Gympie, was installed and operated from the additional storey in 1927.

Queensland’s railway network extended dramatically in the 20th century. The North Coast line connected Brisbane to Gladstone in 1898, Rockhampton in 1904, and Cairns in 1924, providing a direct rail link between Brisbane and Mackay, Townsville, Winton, Forsayth, Cloncurry and Blackall. Southern and western trains reached Dirranbandi, Surat, Cunnamulla and Quilpie. Central Station initially hosted ‘country’ services, but it lacked room for expansion, and Roma Street’s larger site was earmarked for a new country station. Roma Street’s locomotive, carriage and marshalling yard facilities were transferred to the Mayne Rail Yards between 1911 and 1927, and work began on the new station. A 350ft (106m) reinforced concrete, tiled passenger subway was constructed from Roma Street to the platforms in 1936-7, replacing an overhead walkway. A new steel awning was installed above the southern platform (Platform 3 in 2020), in approximately 1939. It was used in conjunction with two platforms at the new country station (no longer extant) for country and other passenger services.

On 30 November 1940 the Country Station was opened at Roma Street Station. This low-lying face brick building and its additional platform sat directly between the 1873-5 building and Roma Street. The new passenger station relieved congestion at Brisbane Central Station and made Roma Street the chief station for long distance travel north. The original station was refurbished, its roof re-clad with corrugated fibrous sheeting; and its brick walls painted red and lined in cream to match the new station building. The southwest pediment was removed and replaced by a new storey on the western end of the building. A covered area was added east of the building where the subway stairs emerged. The original station building was turned over to the General Manager, with offices for clerks, traffic-, livestock-, coach- and wagon staff, maintenance and locomotive staff, telephone and telegraph exchanges, and the train control section.

Further plans to upgrade and alter the building were postponed by World War II, during which time troop trains departed from Roma Street, and the pedestrian subway served as an air-raid shelter.[66] In 1945, plans were drawn to alter doors, windows and stairs in the wings, and partitions on the first floor. A second storey was added over the west wing in 1953 (later removed), and the General Manager’s staircase was repositioned in 1961. Externally, the iron carriage shed platform shade over the northern platform was removed in 1959.

Extensive change was undertaken at Roma Street around the original station building in the late 20th century. The southern and northern Brisbane railway systems were directly connected in the 1970s, with the opening of the Merivale Bridge in 1978. In 1985, the country railway station (1940 building) was demolished and replaced by a multi-storey centre incorporating new railway and bus facilities, a hotel, offices and function centre. The original station building was left intact, and two new interstate platforms with standard gauge rails were built on its southern side. The pedestrian subway was refurbished in 1986, with a broom finish concrete and expansion joints, and grated drains were laid on the floor, and a ceramic tile finish on the wall faces to match the subway tiles at Central Station. Roma Street’s rail freight facility was moved to Acacia Ridge in 1991. During the mid-1990s the platforms north and south of the early station building were re-arranged and extended. A bricked waiting area and new roof were added east of the station. Underground, a new concourse was constructed to replace the pedestrian subway, and a 19m section of the original subway converted to a storage room.

The station building remained the General Manager’s Office until 1974. The station master, staff workers and archive storage occupied the building in the 1990s. By 1993, Roma Street was acknowledged as the oldest surviving railway station building in an Australian capital city, and one of the oldest surviving railway buildings in Queensland. A new office fitout was installed on the ground floor for Queensland Rail and the Queensland Police Rail Squad in 1999. Stabilisation, waterproofing and reconstruction works commenced in 2012, including restoration of the brick, plaster, lead flashings, window joinery and stone works. Replacement bricks were custom made in England; Welsh slate was imported from the UK; replacement stone came from Helidon; and rolled lead from England was installed. In 2015, a new steel beams and suspension system was installed between the two storeys, to lift a 65mm bow in the timber floor beams fit amongst the existing timber structures. The second storey of the west wing was removed and the roofline reconstructed to its original configuration. The restoration received an Australian Institute of Architects Queensland award in 2015.

In 2020 the building is vacant, pending further repairs.

apps.des.qld.gov.au/heritage-register/detail/?id=601208

Avaya's cost-effective IP DECT telephone for office usage. Features a black-and-white display with a graphical user interface, a speakerphone and a four-way navigation key.

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The Avaya one-X® Deskphone 9670G is the world’s first media phone for enterprises.

A media phone is a cross between a telephone and PC, allowing direct access to applications and Internet-based information through a large color touchscreen with a high-quality speakerphone.

Similar in concept and use to popular mobile devices, the Avaya one-X® Deskphone 9670G boasts a large, color home screen that provides one-touch access to people, information and tools.

Applications embedded in the device give users useful options when the phone is idle, such as access to maps, a full QWERTY keyboard, weather conditions, calculator, and more. New applications can also be downloaded.

The high performance screen enables users to simply swipe the interface to scroll contacts and directories, for example, and eliminates unnecessary buttons for a cleaner appearance.

Please visit Avaya.com for more information on the 9600 Series Avaya one-X® Deskphone.

Another in the series of leaflets issued by the GPO (General Post Office) who at the time were the Government agency responsible of the operation of the British telecommunications system. This version is intended for subscribers whose numbers were not yet to be changed, in other words, all subscribers outwith the cities of London, Birmingham, Edinburgh, Glasgow, Liverpool and Manchester.

It describes how, as part of the eventual roll out of STD - Subscriber Trunk Dialling - the numbers in the above cities would change from Exchange name and number to an all-number sequence. As part of the changeover at this time a special code was required to dial into London 01- numbers and for the other five cities the operator still had to connect your call.

I'm syre that this, like others in the series, was designed by Colin Banks and John Miles, well-known designers and typographers.

The Avaya 1616 IP Telephone is designed for the Navigator type user. Receptionists, assistants, and managers are examples of Navigator users – people who answer incoming calls, transfer customers to different departments or extensions, and monitor several line appearances throughout atypical day. For the Navigator user, the 1616 provides the most 1-touch line/feature/speed- dial buttons without the need to scroll through on-screen lists.

Visit Avaya.com for more information on the Avaya 1600 Series IP Telephones.

View on Instagram ift.tt/2zXVUl6

October 2, 1926 and February 8, 1982 covers of Telephony Magazine.

The Ryugyong Hotel is a 105-floor skyscraper under construction in Pyongyang, North Korea. Its name comes from one of the historic names for the city of Pyongyang, and means "capital of willows"; the building is also known as the 105 building, a reference to its number of floors. Construction began in 1987, but was halted in 1992 due to the economic disruptions that afflicted the country following the fall of the Soviet Union. The hotel stood topped out but without windows or interior fittings for the next sixteen years, until construction resumed in April 2008, under the supervision of the Orascom Group of Egypt, which has invested heavily in the North Korean mobile telephony and construction industries.[

The hotel rises to a height of 330 metres (1,080 ft), and it contains 360,000 square metres (3,900,000 sq ft) of floor space, making it the most prominent feature of the city's skyline and by far the largest structure in North Korea. Construction of the Ryugyong was intended to be completed in time for the World Festival of Youth and Students in June 1989; had this been achieved, it would have become the world's tallest hotel. The unfinished structure was not surpassed in height by another hotel until the completion of construction on the Rose Tower in Dubai, UAE in 2009.

© Eric Lafforgue

www.ericlafforgue.com

Building Radio Kootwijk, Veluwe NL - 1922 - architect Julius Maria Luthmann.

The housing accommodations of Radio Kootwijk arose as a result of the building of a shortwave transmitter site with the same name, starting in 1918. The transmitters played an important role in the 20th century as a communication facility between the Netherlands and its colony of Dutch East Indies. In 1923 Dutch PTT (Post, Telegraph and Telephone Company) started trans-oceanic telegraphy using a longwave transmitter, a 400 KW high frequency alternator, from the German Telefunken company under the call sign PCG, in the 24 kHz and 48 kHz. By 1925 the longwave transmitter was changed by a shortwave tube based, electronic transmitter which had a much better performance due to the better propagation of short waves. With this new technology, in 1928 a radio-telephonic connection was established. At the end of World War II, the German occupying forces blew up the transmitter. Afterward some of the radio towers were rebuilt. Due to the development of new technologies like satellite communication, Radio Kootwijk lost its position as main overseas wireless connection point of the Netherlands. In 1980, the last transmission mast was blown up. In 2004 the park lost its last transmitter functions, and was transferred from the telephone company to the State Forestry Commission, which started attracting new buyers. The main building of the former transmitter park and named 'Building A', 'The Cathedral' or sometimes 'The Sphinx', was officially appointed as a monument. It is used as venue and scenery for several cultural events and productions, including the American film Mind Hunters in 2004.

This image has been digitised from Queensland State Archives, Series ID S2149: Railway Glass Plate Negatives - Queensland Rail Heritage Collection. It is one of the images depicting the many stations, bridges and tracks that people and goods travelled from, on and through all over the Queensland Rail network.

Roma Street Railway Station occupies a 0.55ha site within the extensive Roma Street Station transit complex, located on the western side of the Brisbane central business district. The substantial masonry station building (1875) is set back from and faces Roma Street (although partially obscured by later development), and has a prominent centred entrance to the front (south) and a platform along the rear (north). A later platform and awning to the south is associated with the former Country Station development (1939/40).

Features of Roma Street Railway Station of state-level cultural heritage significance are:

Station building (1875)

Platform (1875)

Country Station platform and awning (1939)

Views

The state-level periods of significance of the place are layered and relate to its origins and use as a passenger station (1875-1940) and railway design, traffic and management offices (1875-1974), and the establishment of the former Country Station (1939/40).

A large iron-roofed shelter (c1980) to the east of the station, small buildings to the west, and a lift, stairs and escalators accessing the modern subway below, are not of state-level cultural heritage significance.

The Roma Street Railway Station was opened in 1875 as the first Brisbane Terminal Station for use on the Brisbane end of the Southern and Western Railway Line from Ipswich. The two-storey station building was designed by Francis Drummond Greville (FDG) Stanley, the Colonial Architect and Superintendent of Public Buildings, in 1873 and built over the next two years by Brisbane builder, John Petrie. The station operated as the Brisbane terminal station until 1889, as a major passenger and administration station until 1940, and Brisbane’s primary railway goods facility until 1991. It served as offices for the Queensland Railway Department (later Queensland Railways, later Queensland Rail) staff for over 100 years, and is the one of the oldest surviving railway buildings in Queensland.

In the Australian colonies, governments fostered the development of railways as a means of developing the country and encouraging settlement. It was argued that rail would reduce freight costs and save travel time for passengers.[1] Queensland’s first railway survey was undertaken by the New South Wales Government in 1856, and following separation, Queensland Parliament passed the Railway Act in 1863, enabling railways to be constructed in the colony. The railway network developed along decentralised lines extending from ports to pastoral and mining centres. The first line, between Ipswich and Bigge's Camp, 34km west of Ipswich (later Grandchester, QHR600729), was opened in 1865. This was the first stage of the four-stage Southern and Western Railway project which linked Ipswich to Toowoomba in 1867, Warwick in 1871, and Dalby in 1878. New railways opened west from Rockhampton in 1867 (the Northern Line, later renamed the Central Railway), west from Townsville in 1880 (the Great Northern Line), Cairns in 1887, and south from Normanton in 1891.

The Southern and Western Railway served the pastoralists and industrialists of Ipswich and the Darling Downs, and was primarily for goods, rather than passengers. With the railhead at Ipswich, a railway to Brisbane was not initially considered essential, as goods could be shipped from Ipswich to Brisbane’s port for export. However, the Bremer and upper Brisbane rivers could not cope with large shipping, and lobbying began for an extension to Brisbane. A preliminary survey of possible lines was completed in 1865,[4] but concerns over the extension’s financial viability put work on hold. A Royal Commission on Railway Construction was called in the 1870s, and recommended the extension: the business generated by it was likely to be profitable, and the colony’s economy, which had collapsed in the mid-1860s, had been bolstered by the Gympie gold rush and was better able to afford new infrastructure.

The extension between Ipswich and Oxley was approved in August 1872,[6] and, the first sod on the extension was turned at Goodna in January 1873. From Oxley, two lines had been surveyed, terminating either at North or South Brisbane. After extensive debate, the route to North Brisbane, via a bridge at Oxley Point (Indooroopilly), was chosen as more cost-effective. The terminus of this route, selected by Railway Department Chief Engineer HC Stanley, was located within the Grammar School reserve at the base of the ‘Green Hills’ (Petrie Terrace). The site was unused by the school and was large enough for a major passenger station and goods yard.

The section between Oxley and Brisbane was approved in October 1873,[9] and the Government called for tenders for the construction of the railway terminus station in Brisbane. FDG Stanley, the recently-appointed Colonial Architect and Superintendent of Buildings within the Public Works Department, was the designer of the building. Stanley had commenced with the Public Works Department in 1863, serving as Superintendent of Buildings after Charles Tiffin vacated the Colonial Architect’s position. He was the official Colonial Architect from 1873-1883, when the colony, recovering from the economic collapse of the 1860s, began to invest in public buildings. Stanley’s designs, balancing classical styles and stylistic features with climate-appropriate adaptations and economic restraint, helped define public architecture in Queensland. Extant examples of major works, designed while he was Colonial Architect, include the original State Library (1876-9, QHR600177); Toowoomba Court House (1876-8, QHR600848); Townsville Magistrates Court (1876-7, QHR600929); Townsville Gaol (now part of Townsville Central State School, 1877, QHR601162); Brisbane’s Port Office (1880, QHR600088); Toowoomba Hospital (surviving kitchen wing 1880, QHR601296); post offices at Gympie (1878-80, QHR600534), South Brisbane (1881, QHR600302) and Toowoomba (1880, QHR600847); as well as the Brisbane Supreme Court (no longer extant). As Superintendent of Buildings he designed the Toowoomba Railway Station (1874, QHR600872), Government Printing Office (1873, QHR600114) and Lady Elliott Island Lighthouse (1872-3).

The Brisbane Courier provided a detailed description of the proposed Terminus Passenger Station in October 1873:

The general style of the building will be that known as the Italian Gothic order of architecture. The material used...will be pressed brick with cut stone facings, this being chosen on account of its durability and as also affording the greatest consonant with economy. The station will consist of a main building, two storeys high, flanked at each end by a single storey wing.

The building was designed to house both a passenger station and railway administrative offices. Passengers would access the station from Roma Street via a carriageway, disembarking at the station’s central carriage porch. The porch fronted a 10ft (3m) wide arcade running the length of the main building. From the arcade, passengers would enter either the first-class booking office on the east or the second-class booking office on the west, both served by a semi-circular ticket office on the rear (northern) wall. Female passengers travelling on second-class tickets could wait in a small room located along a western passage, while separate waiting rooms for first-class male and female passengers were east of the first-class booking office. Doorways in the rear wall of the booking offices and waiting rooms led directly onto the 190-foot (58m) long departure platform. Arriving passengers exited the station via a second platform across the rail line. Luggage was loaded onto trains via the luggage passage, on the eastern end of the building. The guards and porters room, staff facilities, a lamp room and stairs to the upper floor were situated in the eastern wing. The western side of the building held public services, including the telegraph office, station master’s office, and parcel and book office, accessible via a public lobby at the end of the arcade. A private staircase to the traffic managers’ office, a staircase to the traffic department, and toilet facilities were located in the western wing. An office or book stall space, in the northwestern side of the building, was accessible from the platform.

Upstairs, the offices of the traffic department, clerks, accountant, draughtsmen, Railways Engineer, Resident Engineer and contractors were accessed from a central passageway which ran almost the length of the building; with a small S-bend in the western end. An arch in the centre of the corridor marked the separation of the traffic department from the Chief Engineer’s office. Both wings hosted staircases.

The building included adaptations for the climate. The arcade sheltered the ground floor rooms from the sun, while skylights in the ceiling and a ventilated lantern provided light and ventilation to the upper floor. All public rooms and most of the offices were fitted with fireplaces. A platform shade, installed on the northern wall of the building over the platform, sheltered passengers from the weather, and was composed of material from an iron station building imported from England for use at Toowoomba. It was supported by brick buttresses at both ends of the building (extant) and on the arrivals platform (no longer extant).

Commensurate with Stanley’s design approach, materials used for the station reflected elegance but economy. Apart from the recycled iron roof trusses and columns, the building was constructed of machine-pressed bricks made from locally-sourced clay, more affordable than stone, and praised as ‘cleaner, sharper [and] finer’ than Brisbane bricks used in earlier buildings. Freestone for the building dressings and columns was sourced from Murphy’s Creek.

Construction work took place over two years, after contractor John Petrie’s tender of £11,845 was accepted in December 1873. Progress was slow, with the stonework foundations underway in June 1874, and the building only ten foot above the ground by September. The line from Ipswich to Brisbane was opened without ceremony on 14 June 1875. The platform at Brisbane Terminus Passenger Station was half-paved, the rooms and corridors incomplete, the roofing over the platform in progress and there was no permanent lighting. Nonetheless, an interested crowd gathered to watch the first outbound services leave the station. The building was sufficiently complete by August 1875 for the Brisbane Courier to describe it as ‘in all respects convenient, handsome, and well-designed’. The station’s arcade was later highlighted as one of Brisbane’s valued architectural features.

The Brisbane to Ipswich route quickly became the busiest section of line in Queensland. Merchandise and imported goods from the ports were despatched along the line, while produce from the Darling Downs and surrounds – including coal, flour, wool, hay, maize, livestock, vegetable and dairy produce – was brought to Brisbane. A central goods handling facility was opened at the Terminal Station, including a large (64m long) goods shed and two sidings, erected in 1875-6 (no longer extant), while railway produce markets opened outside the station, along George and Roma streets. A maintenance yard also operated at Roma Street, including locomotive and carriage sheds. By 1882 the Terminal Station platforms had been extended to cope with the traffic and trade. Traffic reduced slightly after some export goods were diverted to South Brisbane in 1884,[32] but expanded again.[33] Cattle yards, produce sheds, carriage sheds, gas works, goods sheds, coal stages, cold stores, additional locomotive sheds and siding extensions were all added to Roma Street’s goods yard. None of these structures survive in 2020.

Passengers also used the line. Residential occupation of Toowong and Indooroopilly boomed as middle-class city workers took advantage of the four daily train services. In 1882 rail lines were opened from the Terminal Station to Sandgate and the Racecourse, taking day-trippers to the seaside and races, and bringing northern suburbs passengers into Brisbane. In January 1888, the first through-service to Sydney departed from the Terminal Station. However, travellers criticised the lack of direct access from the Terminal Station to the central business district, and in 1889, the Brisbane Central Railway Station was opened. Central Railway Station (QHR 600073) – located closer to the General Post Office and city office buildings – became Brisbane’s main passenger station, and the original Terminal Station was renamed Roma Street Railway Station.

Despite its diminished status, Roma Street remained a major centre for passengers and travellers. Through the 19th and early 20th centuries, guards of honour lined Roma Street to greet and farewell significant visitors and figures, including premiers Morehead and Griffith, governors Norman and Lamington; Governor-General Munro-Ferguson; the late politician JM Macrossan, who had died in Sydney; singer Nellie Melba; Lord Kitchener; and Salvation Army General Booth. Roma Street continued to operate as the Sydney Mail terminus until 1931, when the service shifted to South Brisbane. Crowds thronged to Roma Street Station as soldiers departed for the South African War and World War I. Travelling circuses performed in the Roma Street yards, and an historic parade in 1936 included a ‘Puffing Billy’ locomotive, which was displayed at the yards until 1959. Roma Street also continued as the city’s primary goods terminus.

The station building played an important role as office accommodation for Queensland railway staff. Internal rearrangements were made to the building to accommodate growing staff numbers, and improve their working conditions. It was one of the first buildings in Queensland to feature electric light, installed in 1884.[50] The Chief Engineer vacated the building in 1901 and was replaced by the general traffic manager’s department, with a telephonic system of communication installed the same year. Bunker, lumber and message rooms were added to the wings by 1907; a traffic collector’s office and new strongroom were installed in 1911; and parcels, printing offices and machine rooms replaced the first-class waiting rooms, guards’ room and lamp room by 1920. In 1915, an additional storey was constructed atop the central carriage porch, providing more accommodation for the Traffic Branch on the first floor. A traffic control system, coordinating trains between Brisbane and Gympie, was installed and operated from the additional storey in 1927.

Queensland’s railway network extended dramatically in the 20th century. The North Coast line connected Brisbane to Gladstone in 1898, Rockhampton in 1904, and Cairns in 1924, providing a direct rail link between Brisbane and Mackay, Townsville, Winton, Forsayth, Cloncurry and Blackall. Southern and western trains reached Dirranbandi, Surat, Cunnamulla and Quilpie. Central Station initially hosted ‘country’ services, but it lacked room for expansion, and Roma Street’s larger site was earmarked for a new country station. Roma Street’s locomotive, carriage and marshalling yard facilities were transferred to the Mayne Rail Yards between 1911 and 1927, and work began on the new station. A 350ft (106m) reinforced concrete, tiled passenger subway was constructed from Roma Street to the platforms in 1936-7, replacing an overhead walkway. A new steel awning was installed above the southern platform (Platform 3 in 2020), in approximately 1939. It was used in conjunction with two platforms at the new country station (no longer extant) for country and other passenger services.

On 30 November 1940 the Country Station was opened at Roma Street Station. This low-lying face brick building and its additional platform sat directly between the 1873-5 building and Roma Street. The new passenger station relieved congestion at Brisbane Central Station and made Roma Street the chief station for long distance travel north. The original station was refurbished, its roof re-clad with corrugated fibrous sheeting; and its brick walls painted red and lined in cream to match the new station building. The southwest pediment was removed and replaced by a new storey on the western end of the building. A covered area was added east of the building where the subway stairs emerged. The original station building was turned over to the General Manager, with offices for clerks, traffic-, livestock-, coach- and wagon staff, maintenance and locomotive staff, telephone and telegraph exchanges, and the train control section.

Further plans to upgrade and alter the building were postponed by World War II, during which time troop trains departed from Roma Street, and the pedestrian subway served as an air-raid shelter.[66] In 1945, plans were drawn to alter doors, windows and stairs in the wings, and partitions on the first floor. A second storey was added over the west wing in 1953 (later removed), and the General Manager’s staircase was repositioned in 1961. Externally, the iron carriage shed platform shade over the northern platform was removed in 1959.

Extensive change was undertaken at Roma Street around the original station building in the late 20th century. The southern and northern Brisbane railway systems were directly connected in the 1970s, with the opening of the Merivale Bridge in 1978. In 1985, the country railway station (1940 building) was demolished and replaced by a multi-storey centre incorporating new railway and bus facilities, a hotel, offices and function centre. The original station building was left intact, and two new interstate platforms with standard gauge rails were built on its southern side. The pedestrian subway was refurbished in 1986, with a broom finish concrete and expansion joints, and grated drains were laid on the floor, and a ceramic tile finish on the wall faces to match the subway tiles at Central Station. Roma Street’s rail freight facility was moved to Acacia Ridge in 1991. During the mid-1990s the platforms north and south of the early station building were re-arranged and extended. A bricked waiting area and new roof were added east of the station. Underground, a new concourse was constructed to replace the pedestrian subway, and a 19m section of the original subway converted to a storage room.

The station building remained the General Manager’s Office until 1974. The station master, staff workers and archive storage occupied the building in the 1990s. By 1993, Roma Street was acknowledged as the oldest surviving railway station building in an Australian capital city, and one of the oldest surviving railway buildings in Queensland. A new office fitout was installed on the ground floor for Queensland Rail and the Queensland Police Rail Squad in 1999. Stabilisation, waterproofing and reconstruction works commenced in 2012, including restoration of the brick, plaster, lead flashings, window joinery and stone works. Replacement bricks were custom made in England; Welsh slate was imported from the UK; replacement stone came from Helidon; and rolled lead from England was installed. In 2015, a new steel beams and suspension system was installed between the two storeys, to lift a 65mm bow in the timber floor beams fit amongst the existing timber structures. The second storey of the west wing was removed and the roofline reconstructed to its original configuration. The restoration received an Australian Institute of Architects Queensland award in 2015.

In 2020 the building is vacant, pending further repairs.

apps.des.qld.gov.au/heritage-register/detail/?id=601208

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Driving to N'Gaoundere.

Mobile telephony is ubiquitous - stands selling minutes, people checking their texts, ads for operators etc...

Cameroon will always be for me the country of the red soil

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Radio Kootwijk arose as a result of the building of a shortwave transmitter site with the same name, starting in 1918. The transmitters played an important role in the 20th century as a communication facility between the Netherlands and its then colony of Dutch East Indies. In 1923 Dutch PTT started trans-oceanic telegraphy using a longwave transmitter (a 400KW high frequency alternator) from the German Telefunken company under the callsign PCG, in the 24 kHz and 48 kHz. By 1925 the longwave transmitter was changed by a shortwave tube based, electronic transmitter which had a much better performance due to the better propagation of shortwaves. With this new technology, in 1928 a radio-telephonic connection was established. At the end of World War II, the German occupying forces blew up the transmitter. Afterward some of the radio towers were rebuilt.[1]

Due to the development of new technologies like satellite communication, Radio Kootwijk lost its position as main overseas wireless connection point of the Netherlands. In 1980, the last transmission mast was blown up. In 2004 the park lost its last transmitter functions, and was transferred from the KPN company (successor to PTT) to the State Forestry Commission, which started attracting new buyers. The main building of the former transmitter park, designed by Dutch architect Julius Maria Luthmann and named 'Building A', 'The Cathedral' or sometimes 'The Sphynx', was officially appointed as a monument. It is used as venue and scenery for several cultural events and productions, including the American film Mindhunters in 2004.

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Sinal principal.

Sepia postcard c.1902

This postcard was produced in 1902 although the photograph would have been taken soon after 1900. It's fairly easy to date this one as the old horse drawn tram rails can be seen extending along Cheapside to the junction with Fishergate. These rails were lifted in 1902-03 when work started on the electric tramway. Also, Glovers Court had not been opened up as a through way when this was taken The old buildings that ran along the south edge of Fishergate still exist as a single terrace. Sharples Telephonic Exchange can be seen at the end of Cheapside. The portico of the Crown Hotel can be seen extending across the pavement on Birley street. Their were several ornate street canopies or portico's to be found at this time especially in front of the towns theatres. The Crown Hotel opened along with the rest of Miller Arcade in 1900.

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1964 and the revolution in being able to dial any number from your phone without the involvement of an operator was now well underway in the UK. True, many local calls had been able to be made in such a way from the 1930s but this was by no means universal, and long distance or "trunk" calls still had to be placed via the operator in many cases. This 1964 London supplement to the directory contains a growing list of places you could now call directly using "Subscriber Trunk Dialling" or STD for short.

It is interesting as it is one of the earliest publications to show the now familiar city codes for the UK (such as 061 for Manchester, etc) that could be used although it still shows the 'first three letters' of the exchange name prior to the shift to all number codes that was about to be introduced. For other exchanges it shows a mix of letters and numbers such as "0RO 6" for Rochdale. The back cover shows a useful official explanation as to the system.

There are other services about to start such as International Subscriber Dialling to a few continental cities and to help - a service where you could dial, for example, AVE 0411, to hear a demonstration of typical dialling tones in Belgium.

One thing it does remind you - and that is how expensive even direct dialled trunk calls were, even off-peak, and I'm sure many recall the almost religious fervour calls were rationed and monitored in many households! Anyhow, I like the layout and typography of these publications - even down to the reversed out "Important" box with the printer's fist! It is also a reminder that at this date the General Post Office was responsible for telecommunications before being split off and privatised.

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Building Radio Kootwijk, Veluwe NL - 1922 - architect Julius Maria Luthmann.

The housing accommodations of Radio Kootwijk arose as a result of the building of a shortwave transmitter site with the same name, starting in 1918. The transmitters played an important role in the 20th century as a communication facility between the Netherlands and its colony of Dutch East Indies. In 1923 Dutch PTT (Post, Telegraph and Telephone Company) started trans-oceanic telegraphy using a longwave transmitter, a 400 KW high frequency alternator, from the German Telefunken company under the call sign PCG, in the 24 kHz and 48 kHz. By 1925 the longwave transmitter was changed by a shortwave tube based, electronic transmitter which had a much better performance due to the better propagation of short waves. With this new technology, in 1928 a radio-telephonic connection was established. At the end of World War II, the German occupying forces blew up the transmitter. Afterward some of the radio towers were rebuilt. Due to the development of new technologies like satellite communication, Radio Kootwijk lost its position as main overseas wireless connection point of the Netherlands. In 1980, the last transmission mast was blown up. In 2004 the park lost its last transmitter functions, and was transferred from the telephone company to the State Forestry Commission, which started attracting new buyers. The main building of the former transmitter park and named 'Building A', 'The Cathedral' or sometimes 'The Sphinx', was officially appointed as a monument. It is used as venue and scenery for several cultural events and productions, including the American film Mind Hunters in 2004.