View allAll Photos Tagged morphe
Morphed the faces of some of my dolls to the faces of the people i imagined they would look like in real life. Courtesy of www.morphthing.com
Angelina Jolie and Spectra Vondergeist
The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.
No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.
The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.
The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.
An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.
In 1958 the car was upgraded further with the advent of the MkII-C. This model again received changes to the fender, front and rear. At the front, the fender height was increased, making the car look both more modern, and also tying the top ridge into the unmodified doors and sides. The rear fender was modified to include a tapering fin, which then led to a tail lamp treatment which was to evolve further into a 'rocket pod' on subsequent models. The 'X' theme was continued to include a 'X' rocket, mounted centrally in the trunk lid. This could alternatively be swapped out for a conventionally styled horizontal trim, if the Continental spare wheel option was included (though this had also phased out of popularity over a short time period). The new trunk lid also shared the tapering profile of the fins. Although this look less modern compared to the newly squared up trunk lids from GM and Ford's divisions, it suited the 'classic' lines of the Ralston Tigre model, leading many to state that the MkII-C was perhaps the most conservatively handsome of mid-century Ralston models, particularly on the SWB closed models.
Additional styling changes included a modest reinterpretation of the grille, including the addition of 'Dagmars' at its extremities, and a new front bumper including marker lights.
The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres). The 1958 MkII-C retained the 365 CID V8, but power increased to 310 bhp (230 kW).
Shown here is the 1958 MkII-C 6-Window Limousine in single-colour midnight black. This was a commonly ordered model using the long wheelbase chassis (along with the 4-window Limousine and Phaetons). The LWB chassis featured the 147 in (3,729 mm) chassis from the 1950-53 Cadillac 75 Series.
This Ralston Tigre MkII-C 6-Window Limousine (1958) has be built on Lego miniland scale for Flickr LUGNuts 95th Build Challenge, - 'Designing the Ralston Legacy' - a challenge to design the fictitious Dragon 'Motorcycle' model for the fictitious Ralston company, though any of the previous Ralston challenge vehicles, the Tiger or the Rhino are also eligible to be submitted. The chief stipulation is that the model must feature a 'X' in the styling.
My chastitylocked.com "casino" session has morphed into a regular session and my Key-Holder has started playing with it so now I have no idea how long poor Mister Frustrated is going to be kept locked up and, if a chance of release ever comes, I'll still have only half-an-hour to view the picture of my lock code but if I miss that half-hour window the site will add a random amount of extra time up to 50% of the total time already spent locked since 23:07 (BST) on the 31st of August.
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.
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 Voronizh 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.
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. As well as the name of Voroneț Monastery known for its blue shade.
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.
The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.
No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.
The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.
The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.
An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.
Another emergent theme was the incorporation of the Continental-style rear external mount spare wheel.
Somewhat more curious was the chrome trim along the body side, which seemed to not quite know what it wanted to be, but sort of wandered from the front fender vent back to the leading edge of the rear fender bulge, forming the the leading edge of the 2nd-colour zone covering the rear fender.
The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres).
The Tigre MkII-B was in turn replaced by the MkII-C in 1958.
Shown here is the 1956 MkII-B Convertible in tri-colour pale yellow, tiger brown, and midnight black.
This Ralston Tigre MkII-B Convertible (1956) has be built on Lego miniland scale for Flickr LUGNuts 95th Build Challenge, - 'Designing the Ralston Legacy' - a challenge to design the fictitious Dragon 'Motorcycle' model for the fictitious Ralston company, though any of the previous Ralston challenge vehicles, the Tiger or the Rhino are also eligible to be submitted. The chief stipulation is that the model must feature a 'X' in the styling.
The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.
No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.
The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.
The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.
An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.
In 1958 the car was upgraded further with the advent of the MkII-C. This model again received changes to the fender, front and rear. At the front, the fender height was increased, making the car look both more modern, and also tying the top ridge into the unmodified doors and sides. The rear fender was modified to include a tapering fin, which then led to a tail lamp treatment which was to evolve further into a 'rocket pod' on subsequent models. The 'X' theme was continued to include a 'X' rocket, mounted centrally in the trunk lid. This could alternatively be swapped out for a conventionally styled horizontal trim, if the Continental spare wheel option was included (though this had also phased out of popularity over a short time period). The new trunk lid also shared the tapering profile of the fins. Although this look less modern compared to the newly squared up trunk lids from GM and Ford's divisions, it suited the 'classic' lines of the Ralston Tigre model, leading many to state that the MkII-C was perhaps the most conservatively handsome of mid-century Ralston models, particularly on the SWB closed models.
Additional styling changes included a modest reinterpretation of the grille, including the addition of 'Dagmars' at its extremities, and a new front bumper including marker lights.
The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres). The 1958 MkII-C retained the 365 CID V8, but power increased to 310 bhp (230 kW).
Shown here is the 1958 MkII-C Hardtop Coupen in two-colour treatment Dark Blue, and White. This is configuration was one of the most popular on the Tigre MkII Platform, and was particularly pretty as the MkII-C.
This Lego miniland scale Ralston Tigre MkII-C Hardtop Coupe (1958) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 63rd build challenge, - "Designing the Ralston Tiger" featuring fictional vehicles styled with an 'X' form in the styling.
Stercorarius parasiticus
Parasitic Jaeger (Arctic Skua) ... light morph
Schmarotzerraubmöwe .............. helle Morphe
Almindelig Kjove ........................... lys fase
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If you like my pictures please have a look at:
Wenn Ihnen meine Bilder gefallen, besuchen Sie bitte meine Homepage
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PLEASE, NO AWARDS or these large group icons like "your wonderful, great photo was seen in group xyz". They will be deleted sooner or later.
BITTE KEINE AWARDS oder diese großen Gruppen-Icons wie "Ich habe Dein wunderbares Bild in Gruppe xyz gesehen". Die lösche ich früher oder später.
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By 1992, my tastes in railroad photography had morphed from quantity to quality. The Amador Central hit my radar, as it was dependent on the beleaguered timber industry, and its motive power was a pair of 40+ year old Baldwin S-12s. Just 55 miles to the south of AMC's base at Martell, California, the Sierra Railroad had a trio of Baldwin S-12s at its enginehouse in Oakdale. If you had an affinity for photogenic shortlines - especially those with elderly locomotives constructed by minority builders - the Sierra foothills in Central California were the place to be.
These photos were taken the first time I visited the Amador Central Railroad in July 1992. My wife and I had chased the SP 4449 south from Portland the previous weekend, and we were visiting our friend Tom Messer in Fair Oaks. He took me to Martell so we could chase AMC. Unfortunately, the day we chose for a visit was a day that the railroad only switched out the Georgia Pacific mill, and did not run down the hill to the Southern Pacific interchange at Ione. These are the images I recorded on Kodachrome that day.
After the crew spotted the loads on a yard track, they let Tom know that they would not be going down the hill to Ione. At that point we took off for Lodi, where we got the Central California Traction street running in high noon light. However, that's another story. I was thrilled to have some decent shots of AMC.
The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.
No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.
The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.
The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.
An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.
In 1958 the car was upgraded further with the advent of the MkII-C. This model again received changes to the fender, front and rear. At the front, the fender height was increased, making the car look both more modern, and also tying the top ridge into the unmodified doors and sides. The rear fender was modified to include a tapering fin, which then led to a tail lamp treatment which was to evolve further into a 'rocket pod' on subsequent models. The 'X' theme was continued to include a 'X' rocket, mounted centrally in the trunk lid. This could alternatively be swapped out for a conventionally styled horizontal trim, if the Continental spare wheel option was included (though this had also phased out of popularity over a short time period). The new trunk lid also shared the tapering profile of the fins. Although this look less modern compared to the newly squared up trunk lids from GM and Ford's divisions, it suited the 'classic' lines of the Ralston Tigre model, leading many to state that the MkII-C was perhaps the most conservatively handsome of mid-century Ralston models, particularly on the SWB closed models.
Additional styling changes included a modest reinterpretation of the grille, including the addition of 'Dagmars' at its extremities, and a new front bumper including marker lights.
The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres). The 1958 MkII-C retained the 365 CID V8, but power increased to 310 bhp (230 kW).
Shown here is the 1958 MkII-C Convertible in two-colour treatment Dark Red, and Rose Beige.
This Lego miniland scale Ralston Tigre MkII-C Hardtop Coupe (1958) has been created for Flickr LUGNuts' 108th Build Challenge - The 9th Birthday, titled - 'LUGNuts Turns Nine' - where all previous build challenges are available to build to. This model is built to the LUGNuts 63rd build challenge, - "Designing the Ralston Tiger" featuring fictional vehicles styled with an 'X' form in the styling.
Typiquement le genre d'individu qui entretient le mythe d'une présence de V. aspis aspis sur le versant espagnol des Pyrénées. Or, l'ADN est formel : il s'agit simplement d'une variation géographique intra-subspécifique. La même chose s'observe à l'échelle intra-spécifique chez V. seoanei : phénotype "cantabrica" à motif dorsal étroit en zone méditerranéo-continentale, phénotype "seoanei" à motif dorsal large en zone atlantique. Précisons que les investigations ADN tendent à invalider la ssp. "cantabrica", insuffisamment différenciée du point de vue génotypique.
114:365
My garden spoons.
One of a zillion little projects that I need to follow through with. My garden is slowly going in this week. I saw some spoons on Pinterest that were smashed flat and engraved with herb names to use as garden markers and I was inspired. Just waiting on someone to smash them flat for me.... I'm sure that will be exciting.
5F14 has arrived ECS from Chester and set back from the Down Main onto the Down Hooton and Platform 4 and then magically morphed in to 2F14.
HJ11 signal is off to permit the 1517 departure to Ellesmere Port to exit the station and over the facing crossover to access the up Hooton.
it will be back here 28 minutes later to repeat the process !
150114, 2F14 15.17 Helsby - Ellesmere Port 15.17 on Tuesday 13th February 2018.
I've been very quiet on Flickr since my move to Merseyside 25 months ago but I'm currently trying to remedy that in some small way.
Having passed out Frodsham Junction on the 25th January 2018 the next in my sites was Helsby Junction.
Helsby is a cracking spot.
A lovely 45 lever LNW box situated on the platform located between platforms 2 & 3.
The service is primarily provided by units provided by Arriva Trains Wales with an hourly Manchester to Chester and North Wales service.
In addition to this however there are a few notable exceptions.
Twice a day a Northern trains unit arrives and runs a little shuttle between Helsby and Ellesmere Port before heading off elsewhere.
At six in the morning a service arrives from Warrington and does two return trips from Helsby to the port before heading off back to Bank Quay.
In the afternoon another service does something similar. An ECS arrives from Chester and sets back into Platform 4 and then forms a 15.17 to Ellesmere Port before returning and doing a second shuttle at 15.45. Upon returning to Helsby the second time the service continues on back to Warrington B.Q.
The Arriva units are supplemented by a loco hauled rake of 4 Mark III's and a DVT which are timed primarily to ease the peak loadings into and out of Manchester but which of course shuttle to and fro throughout the day.
Freight is very sparse but is interesting.
The demise of King Coal has seen the end of power station coal off Ellesmere Port and the long standing flow of coal to Penyffordd Cement Sidings has also not been seen for some time.
What is seen however is a relatively new flow of sand from Middleton Towers to Ince & Elton operated by DBC. Specifically the traffic is to the Encirc Glass factory which produces glass containers (jars and bottles basically).
The sidings into the plant are controlled by Helsby Junction and generally one train a day is becoming the norm. In addition to sand there is now a relatively new flow of crushed (I assume re-cycled) glass from Tilbury Docks which seems to arrive once a week.
The train arrives around 07.20 Hrs and is booked away at 14.00'ish but is often one or two hours early away as it only has to trip back to Arpley Yard so finding it a margin for the short hop to Warrington is not normally an issue.
The only other regular booked freight is 6J37 which will need little introduction to most. The Colas Carlisle Yard - Chirk Kronospan log train which is a favourite on the S & C.
Clearly the location offers many opportunities but when I'm on duty my options are limited but these are a couple or four shots taken during my unexpected call from the roster clerk to attend on Monday 12 and Tuesday 13th February which saw me flying the box solo after passing out on Tuesday 6th February.
Agrilus planipennis Fairmaire, 1888 - Emerald Ash Borer. Tentative ID based on bugguide.net images. Found at Kohler-Andrae State Park in eastern Wisconsin. Sheboygan County, Wisconsin, USA.
I was excited when I first found this pretty beetle on the beach. This feeling morphed to depression when I realized that it was actually this very destructive species. I saw many dozens washed up on the beach this day. There were probably many hundreds, if not thousands, that I did not see.
Single exposure, uncropped, handheld, in situ. Canon MT-26EX flash unit, Ian McConnachie diffuser.
Water levels are headed down but luckily many frogs have already morphed out.
Point Molate, Richmond, CA.
The Great Patriotic War (Russian: Вели́кая Оте́чественная война́, romanized: Velikaja Otečestvennaja vojna) is a term used in Russia and some other former republics of the Soviet Union to describe the conflict fought during the period from 22 June 1941 to 9 May 1945 along the many fronts of the Eastern Front of World War II, primarily between the Soviet Union and Nazi Germany. For some legal purposes, this period may be extended to 11 May 1945 to include the end of the Prague offensive.
History
The term Patriotic War refers to the Russian resistance to the French invasion of Russia under Napoleon I, which became known as the Patriotic War of 1812. In Russian, the term отечественная война originally referred to a war on one's own territory (otechestvo means "the fatherland"), as opposed to a campaign abroad (заграничная война), and later was reinterpreted as a war for the fatherland, i.e. a defensive war for one's homeland. Sometimes the Patriotic War of 1812 was also referred to as the Great Patriotic War (Великая отечественная война); the phrase first appeared in 1844 and became popular on the eve of the centenary of the Patriotic War of 1812.
After 1914, the phrase was applied to World War I. It was the name of a special war-time appendix to the magazine Theater and Life (Театр и жизнь) in Saint Petersburg, and referred to the Eastern Front of World War I, where Russia fought against the German Empire and the Austro-Hungarian Empire. The phrases Second Patriotic War (Вторая отечественная война) and Great World Patriotic War (Великая всемирная отечественная война) were also used during World War I in Russia.
The term Great Patriotic War re-appeared in the official newspaper of the CPSU, Pravda, on 23 June 1941, just a day after Germany invaded the Soviet Union. It was found in the title of "The Great Patriotic War of the Soviet People" (Velikaya Otechestvennaya Voyna Sovetskogo Naroda), a long article by Yemelyan Yaroslavsky, a member of Pravda editors' collegium. The phrase was intended to motivate the population to defend the Soviet fatherland and to expel the invader, and a reference to the Patriotic War of 1812 was seen as a great morale booster. During the Soviet period, historians engaged in huge distortions to make history fit with Communist ideology, with Marshal Mikhail Kutuzov and Prince Pyotr Bagration transformed into peasant generals, Alexander I alternatively ignored or vilified, and the war becoming a massive "People's War" fought by the ordinary people of Russia with almost no involvement on the part of the government. The invasion by Germany was called the Great Patriotic War by the Soviet government to evoke comparisons with the victory by Tsar Alexander I over Napoleon's invading army.
The term Отечественная война (Patriotic War or Fatherland War) was officially recognized by establishment of the Order of the Patriotic War on 20 May 1942, awarded for heroic deeds.
The term is not generally used outside the former Soviet Union, and the closest term is the Eastern Front of World War II (1941–1945). Neither term covers the initial phase of World War II in Eastern Europe, during which the USSR, then still in a non-aggression pact with Germany, invaded eastern Poland (1939), the Baltic states (1940), Bessarabia and Northern Bukovina (1940) and Finland (1939–1940). The term also does not cover the Soviet–Japanese War (1945) nor the Battles of Khalkhin Gol (1939).
In Russia and some other post-Soviet countries, the term is given great significance; it is accepted as a representation of the most important part of World War II. Until 2014, Uzbekistan was the only nation in the Commonwealth of Independent States that had not recognized the term, referring to it as World War II on the state holiday - the Day of Remembrance and Honour.
On 9 April 2015, the Ukrainian parliament replaced the term Great Patriotic War (1941–1945) (Velyka vitchyzniana viina) in the country's law with the "Second World War (1939–1945)" (Druha svitova viina), as part of a set of decommunization laws. Also in 2015, Ukraine's "Victory Day over Nazism in World War II" was established as a national holiday in accordance with the law of "On Perpetuation of Victory over Nazism in World War II 1939–1945". The new holiday was celebrated on May 9 and replaced the Soviet-Russian Victory Day, which is celebrated on May 9. These laws were adopted by the Ukrainian parliament within the package of laws on decommunization. In 2023 Ukraine abolished the 2015 9 May "Victory Day over Nazism" holiday and replaced it with the new public holiday "Day of Remembrance and Victory over Nazism in World War II 1939 – 1945" which is celebrated on 8 May annually.
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
By 1992, my tastes in railroad photography had morphed from quantity to quality. The Amador Central hit my radar, as it was dependent on the beleaguered timber industry, and its motive power was a pair of 40+ year old Baldwin S-12s. Just 55 miles to the south of AMC's base at Martell, California, the Sierra Railroad had a trio of Baldwin S-12s at its enginehouse in Oakdale. If you had an affinity for photogenic shortlines - especially those with elderly locomotives constructed by minority builders - the Sierra foothills in Central California were the place to be.
These photos were taken the first time I visited the Amador Central Railroad in July 1992. My wife and I had chased the SP 4449 south from Portland the previous weekend, and we were visiting our friend Tom Messer in Fair Oaks. He took me to Martell so we could chase AMC. Unfortunately, the day we chose for a visit was a day that the railroad only switched out the Georgia Pacific mill, and did not run down the hill to the Southern Pacific interchange at Ione. These are the images I recorded on Kodachrome that day.
There were lots of spare Baldwin parts all over the property. Metal thieves were mostly unheard of then. Of course, it is somewhat difficult to carry off a truck frame. Note the airplane taking off from nearby Westover Field.
The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.
No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.
The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.
The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.
An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.
In 1958 the car was upgraded further with the advent of the MkII-C. This model again received changes to the fender, front and rear. At the front, the fender height was increased, making the car look both more modern, and also tying the top ridge into the unmodified doors and sides. The rear fender was modified to include a tapering fin, which then led to a tail lamp treatment which was to evolve further into a 'rocket pod' on subsequent models. The 'X' theme was continued to include a 'X' rocket, mounted centrally in the trunk lid. This could alternatively be swapped out for a conventionally styled horizontal trim, if the Continental spare wheel option was included (though this had also phased out of popularity over a short time period). The new trunk lid also shared the tapering profile of the fins. Although this look less modern compared to the newly squared up trunk lids from GM and Ford's divisions, it suited the 'classic' lines of the Ralston Tigre model, leading many to state that the MkII-C was perhaps the most conservatively handsome of mid-century Ralston models, particularly on the SWB closed models.
Additional styling changes included a modest reinterpretation of the grille, including the addition of 'Dagmars' at its extremities, and a new front bumper including marker lights.
The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres). The 1958 MkII-C retained the 365 CID V8, but power increased to 310 bhp (230 kW).
Shown here is the 1958 MkII-C Convertible in two-colour treatment Dark Red, and Rose Beige.
This Lego miniland scale Ralston Tigre MkII-C Hardtop Coupe (1958) has been created for Flickr LUGNuts' 108th Build Challenge - The 9th Birthday, titled - 'LUGNuts Turns Nine' - where all previous build challenges are available to build to. This model is built to the LUGNuts 63rd build challenge, - "Designing the Ralston Tiger" featuring fictional vehicles styled with an 'X' form in the styling.
The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.
No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.
The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.
The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.
An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.
In 1958 the car was upgraded further with the advent of the MkII-C. This model again received changes to the fender, front and rear. At the front, the fender height was increased, making the car look both more modern, and also tying the top ridge into the unmodified doors and sides. The rear fender was modified to include a tapering fin, which then led to a tail lamp treatment which was to evolve further into a 'rocket pod' on subsequent models. The 'X' theme was continued to include a 'X' rocket, mounted centrally in the trunk lid. This could alternatively be swapped out for a conventionally styled horizontal trim, if the Continental spare wheel option was included (though this had also phased out of popularity over a short time period). The new trunk lid also shared the tapering profile of the fins. Although this look less modern compared to the newly squared up trunk lids from GM and Ford's divisions, it suited the 'classic' lines of the Ralston Tigre model, leading many to state that the MkII-C was perhaps the most conservatively handsome of mid-century Ralston models, particularly on the SWB closed models.
Additional styling changes included a modest reinterpretation of the grille, including the addition of 'Dagmars' at its extremities, and a new front bumper including marker lights.
The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres). The 1958 MkII-C retained the 365 CID V8, but power increased to 310 bhp (230 kW).
Shown here is the 1958 MkII-C Convertible in two-colour treatment Dark Red, and Rose Beige.
This Lego miniland scale Ralston Tigre MkII-C Hardtop Coupe (1958) has been created for Flickr LUGNuts' 108th Build Challenge - The 9th Birthday, titled - 'LUGNuts Turns Nine' - where all previous build challenges are available to build to. This model is built to the LUGNuts 63rd build challenge, - "Designing the Ralston Tiger" featuring fictional vehicles styled with an 'X' form in the styling.
By 1992, my tastes in railroad photography had morphed from quantity to quality. The Amador Central hit my radar, as it was dependent on the beleaguered timber industry, and its motive power was a pair of 40+ year old Baldwin S-12s. Just 55 miles to the south of AMC's base in Martell, California, the Sierra Railroad had a trio of Baldwin S-12s at its enginehouse in Oakdale. If you had an affinity for photogenic shortlines - especially those with elderly locomotives constructed by minority builders - the Sierra foothills in Central California were the place to be.
These photos were taken the first time I visited the Amador Central Railroad in July 1992. My wife and I had chased the SP 4449 south from Portland the previous weekend, and we were visiting our friend Tom Messer in Fair Oaks. He took me to Martell so we could chase AMC. Unfortunately, the day we chose for a visit was a day that the railroad only switched out the Georgia Pacific mill, and did not run down the hill to the Southern Pacific interchange at Ione. These are the images I recorded on Kodachrome that day.
Here is another view of the AMC 9, with some of the assorted locomotive parts that were all over the property.
By 1992, my tastes in railroad photography had morphed from quantity to quality. The Amador Central hit my radar, as it was dependent on the beleaguered timber industry, and its motive power was a pair of 40+ year old Baldwin S-12s. Just 55 miles to the south of AMC's base at Martell, California, the Sierra Railroad had a trio of Baldwin S-12s at its enginehouse in Oakdale. If you had an affinity for photogenic shortlines - especially those with elderly locomotives constructed by minority builders - the Sierra foothills in Central California were the place to be.
These photos were taken the first time I visited the Amador Central Railroad in July 1992. My wife and I had chased the SP 4449 south from Portland the previous weekend, and we were visiting our friend Tom Messer in Fair Oaks. He took me to Martell so we could chase AMC. Unfortunately, the day we chose for a visit was a day that the railroad only switched out the Georgia Pacific mill, and did not run down the hill to the Southern Pacific interchange at Ione. These are the images I recorded on Kodachrome that day.
In this image, AMC 9 is crossing CA Hwy 49, heading for the mill. The mill office is at right. A good station sign is always nice, but in this case the signage on the office will have to do.