Fiat 501 & Fiats of the 1920s [502/503/505/510/519/520/509 etc]
View allAll Photos Tagged 1920s
Creating a movie, every of its scenes, actors, scenarios... a dream that comes true with Universum Film AG on Babelsberg Studios located in Postdam with the famous actor Herr Mikk Graves and the help of my right hand Herr Eberhardt.
Herr Eberhardt & Lotte's pose by SAPA poses # 176 @ Anthem
Lotte's suit by L&Co Clothiers +[The Dietrich] a brand from Lux Aeterna @ Midnight Order
This the American steel barque Golden Gate photographed by Allan C. Green in Australian waters (possibly in the 1920s). My restoration and colorization of an image in the Victoria State Library archive.
The 89,4 m, 2341 GRT ship, built by Whitehaven SB, Whitehaven (UK) for owner J. Herron & Co., was launched in 1888 as Lord Shaftesbury. She was sold to A.P. Rolph (US) in 1911 and renamed Golden Gate. Abandoned and deleted from the register in 1941.
Cafe in the lobby of the Frank Lloyd Wright-designed Imperial Hotel, formerly in Tokyo, completed in 1923.
Demolished in 1967 and reconstructed at the Meiji Mura, Inuyama, Aichi Prefecture
By the late 1920s, Italy's Isotta Fraschini had earned a reputation for both performance and luxury among discerning (and well-heeled) American buyers. In 1928, chassis 1353, an Isotta Fraschini 8A built in highest-performance Super Spinto trim, was sent to American coachbuilder LeBaron to receive a boattail cabriolet body, said to be the first constructed by the New York firm. On Sunday, this stunning Italian-American classic with ties to an aviation entrepreneur and a silent film star captured Best-of-Show honors at the Pacific Northwest Concours d'Elegance, held on the grounds of the LeMay - America's Car Museum.
Now owned by Peter Boyle of Oil City, Pennsylvania, the Isotta Fraschini 8A SS was first displayed at the 1928 New York Auto Show, where it caught the attention of aviation pioneer Harry Williams and his wife, actress Helen Marguerite Clark (whose looks inspired Walt Disney's original Snow White). Williams, who co-founded the Wedell-Williams Aviation Company (which produced racing airplanes and brought airmail and passenger services to the Southeast) was so smitten that he purchased the car at the show, despite a price tag said to be in the $20,000 range. (even more expensive than a Duesenberg at the time!)
The businessman was reportedly a daredevil on the ground as well as in the air, and there's little doubt that he tested the 8A SS's guaranteed top speed of 100 MPH, courtesy of its 160-horsepower inline eight-cylinder engine. One popular tale had Williams receiving a $10 fine for speeding through a small Louisiana town; at his court appearance, the millionaire businessman reportedly peeled a $20 bill from his roll, placed it on the table and said, "Here's $20, now don't bother me on the way back."
Fortune, however, does not always favor the bold, and Williams was killed in a 1936 plane crash that also claimed the life of a company test pilot. By the time of his death, his partners in the Wedell-Williams Aviation Company had also perished in aviation accidents, and sole control of the company fell to Helen Marguerite Clark. With little interest in running her husband's company, Clark promptly sold the business to Eastern Air Lines, owned by World War I ace Eddie Rickenbacker. What happened to the 1928 Isotta Frashcini 8A SS is less clear, but by the 1960s the car was in the possession of Florida collector Jim Thomas.
Boyle acquired the car in 2005, with less than 23,000 miles on the odometer. A full restoration came next, and after six-plus decades out of the public eye, the Isotta Fraschini made its reappearance at the 2007 Pebble Beach Concours d'Elegance. It captured a second-place award in its category there, but then went on to take top honors at the 2007 Dayton Concours d'Elegance and the 2007 Hilton Head Concours d'Elegance. t was a good day for Boyle, who also took home a category win with his 1938 Steyr 220 Roadster, which captured the Most Elegant Award (Open) at Sunday's show.
Hemmings.com
Four members of a German middle-class family posing in a small open tourer on a country road in summertime. It's hard to tell from this angle, but the vehicle is most probably registered in the German state of Mecklenburg (M = Land Mecklenburg). Can anybody help identify the car in the photo?
Country of origin: Germany
Currently there's a vintage fair in Second Life and since Seb had acquired this suit for Lux Aeterna I snaffled one of their vintage dresses at the fair and we visited the 1920s Chicago sim to explore.
Vintage Fair: maps.secondlife.com/secondlife/Alegranza/240/17/32
1920s Chicago : maps.secondlife.com/secondlife/Shepham%20Estates/123/38/24
It's not often that a classic Bugatti pulls up behind you in a petrol station, but this one did exactly that, and I was quite excited and just had to get a quick shot of it.
I was expecting the driver to have a long leather coat with a flying helmet, but it fact it was middle-aged lady, dressed normally, who emerged from the shop, climbed in and drove off, with the car making a very authentic noise from the exhaust. Of course, things are often not what they seem, and a bit of research revealed that this is a replica of a 1920s Bugatti T35 and has a high quality fibreglass body in vivid French Blue.
Based on a June 1970 VW Beetle donor car, it is classed as a Historic Vehicle. Although the V5C records it as a 1.2-litre, the owner believes that it is actually fitted with a twin port 1.6-litre VW engine. With so little weight to lug around, it is said to be remarkably quick and will easily cruise at 70mph in 4th although the wind buffeting puts you off going much faster!
It is not known when the car was built but the current owner acquired it from a rally driver after it had been in storage for several years.
Information courtesy of classiccars.brightwells.com/viewdetails.php?id=3428.
Helsinki view from the 1920s. The photograph is from the bok "Bilder från Finland", 1928. My colouring.
7423: Mountain Sleigh (redux)
Well, a redux of a redux
I recently watched R.R. Slugger's Orient Expedition retrospective series, and something that caught my eye was the footage he found of real world aerosleighs from the 1920s.
It gave me an idea to completely reimagine my redux of the mountain sleigh design I had made years ago. While probably not as wacky as my previous design, this new version feels a bit more grounded yet practical.
Crossley 19.6 Tourer (1921-26)
Registration Number SV 7588
CROSSLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623664865785...
Production of all bodies of 19.6 models 1150 chassis numbers 16100-17141. This car is a 1924 and the engine + chassis no. 17098. Engine size 3705cc. and cost £750 new in 1924. Shot at Blithfield Resevoir Airshow August 2009
Some more images of my Vintage truck build.
I'm really happy with how this moc turned out, having it on display in my room just makes me smile.
The moc compliments the little market scene I made recently. And I could see this truck being modified of used for any Adventurers themed builds I make in the future.
meet venom black i needed a new sim that fitted syndicate ambition so here she is p.s ignore the awful bg
One of the many cars used in making the movie "Killers of the Flower Moon on location at Pawhuska, Oklahoma
Alvis TG 12/50 (1926) 1645cc
Registration Number FR 8693
ALVIS SET
www.flickr.com/photos/45676495@N05/sets/72157623759790764...
With a 6 Light Saloon body by Carbodies chassis number 5757. Belonging to VSCC member John Burnell
The 12/50 was introduced by the Alvis car company in 1923 running until 1932 by which time 3705 had been made. The first models the SA and SB had 1496cc 4 cylinder OHV engines the Sa being on a 108.5 wheel base and the Sb on a longer 112.5. A range of bodies could be specified. The SC arrived in 1924 with a larger 1598cc engine with four wheel brakes and like all subsequent cars on the larger chasis option. In 1926 a new stronger chassis arrived the TE had enlarged 1645cc engine while the TF retained the smaller 1496cc unit. A single plate clutch replacing the previous cone shaped type. In 1927 the SD type which ran until 1929 also appeared with the 1496cc engine
The TE and TF were replaced by the TG and TH in 1927 with the 1598cc and 1496cc engines respectively and ran to 1929/30..
Shot at the VSCC Curborough Sprint 02.05.2010 Ref 53-167
Dressed for a sleigh ride in Finnish Lapland in the early 1920s.
Juhani Ahola´s photo - here shown with my editing and colorization - is in the Board of Antiquities of Finland archive.
One moment winter story.
Lakhta .This small village on the northern shore of the Gulf of Finland, about 15 km northwest of the city, is home to human settlements on the banks of the Neva. It was on the territory of Lakhta that the remains of a man’s parking site of three thousand years ago were found.
In official documents, a settlement named Lakhta dates back to 1500. The name is derived from the Finnish-speaking word lahti - "bay". This is one of the few settlements that has not changed its name throughout its 500-year history. Also known as Laches, Lahes-by, Lahes and was originally inhabited by Izhora. In the last decades of the 15th century, Lakhta was a village (which indicates a significant population) and was the center of the eponymous grand-parish volost, which was part of the Spassko-Gorodensky graveyard of the Orekhovsky district of the Vodskaya Pyatina. In the village, there were 10 courtyards with 20 people (married men). In Lakhta, on average, there were 2 families per yard, and the total population of the village probably reached 75 people.
From the notes on the margins of the Swedish scribe book of the Spassky graveyard of 1640, it follows that the lands along the lower reaches of the Neva River and parts of the Gulf of Finland, including Lakhta Karelskaya, Perekulya (from the Finnish “back village”, probably because of its position relative to Lakhti) and Konduy Lakhtinsky, were royal by letter of honor on January 15, 1638 transferred to the possession of the Stockholm dignitary, Rickschulz general Bernhard Sten von Stenhausen, a Dutchman by birth. On October 31, 1648, the Swedish government granted these lands to the city of Nyuen (Nyenschanz). With the arrival of the Swedes in Prievye, Lakhta was settled by the Finns, who until the middle of the 20th century made up the vast majority of the villagers.
On December 22, 1766, Catherine 2 granted Lakhta Manor, which was then in the Office of the Chancellery from the buildings of palaces and gardens, "in which and in her villages with courtyards 208 souls," her favorite Count Orlov. Not later than 1768, Count J.A. Bruce took over the estate. In 1788, Lakhta Manor was listed behind him with wooden services on a dry land (high place) and the villages Lakhta, Dubki, Lisiy Nos and Konnaya belonging to it also on dry land, in those villages of male peasants 238 souls. On May 1, 1813, Lakhta passed into the possession of the landowners of the Yakovlevs. On October 5, 1844, Count A.I. Stenbok-Fermor entered into the possession of the Lakhtinsky estate, which then had 255 male souls. This clan was the owner of the estate until 1912, when its last representative got into debt and noble custody was established over the estate. On October 4, 1913, in order to pay off his debts, he was forced to go for corporatization, and the Lakhta estate passed into the ownership of the Joint Stock Company “Lakhta” of Count Stenbock-Fermor and Co.
After the revolution, Lakhta was left on its own for a while, here on the former estate of the counts Stenbock-Fermorov on May 19, 1919, the Lakhta excursion station was opened, which existed there until 1932. In the early 1920s, sand mining began on Lakhta beaches, and the abandoned and dilapidated peat plant of the Lakhta estate in 1922 took over the Oblzemotdel and put it into operation after major repairs. In 1963, the village of Lakhta was included in the Zhdanovsky (Primorsky) district of Leningrad (St. Petersburg).
At the beginning of Lakhtinsky Prospekt, on the banks of the Lakhtinsky spill, there was the village of Rakhilax (Rahilax-hof, Rahila, Rokhnovo). Most likely, under this name only one or several courtyards are designated. There is an assumption that the name of the village was formed from the Finnish raahata - “drag, drag,” because there could be a place for transportation through the isthmus of the Lakhtinsky spill (we should not forget that not only the bridge over the channel connecting the spill with the Gulf of Finland was not yet here, the duct itself was many times wider than the current one). The search book of the Spassko-Gorodensky graveyard of 1573, describing the Lakhta lands, mentions that there were 2 lodges in the “Rovgunov” village, from which we can conclude that we are talking about the village of Rohilaks, which the Russian scribes remade into a more understandable to them Rovgunovo. The village was empty in Swedish time and was counted as a wasteland of the village of Lahta.
On the banks of the Lakhtinsky spill, near the confluence of the Yuntolovka River, from the 17th century there existed the village of Bobylka (Bobylskaya), which merged into the village of Olgino only at the beginning of the 20th century, but was found on maps until the 1930s. It is probably the Search Book that mentions it Spassko-Gorodensky churchyard in 1573 as a village "in Lakhta in Perekui", behind which there was 1 obzh. With the arrival of the Swedes by royal letter on January 15, 1638, the village was transferred to the possession of the Stockholm dignitary, Rickshaw General Bernhard Sten von Stenhausen, a Dutchman by birth. On October 31, 1648, the Swedish government granted Lahti lands to the city of Nyuen (Nyenschanz). On the Swedish map of the 1670s, in the place of the village of Bobylsky, the village of Lahakeülä is marked (küla - the village (Fin.)). The village could subsequently be called Bobyl from the Russian word "bobyl."
The owners of Bobylskaya were both Count Orlov, and Count Y. A. Bruce, and the landowners Yakovlev. In 1844, Count A.I. Stenbok-Fermor entered into the possession of the Lakhtinsky estate (which included the village of Bobyl). This family was the owner of the estate until 1913, when the owners, in order to pay off their debts, had to go for corporatization, and the Lakhta estate was transferred to the ownership of the Lakhta Joint-Stock Company of Count Stenbock-Fermor and Co. By the middle of the 20th century, the village merged with the village of Lakhta.
The name Konnaya Lakhta (Konnaya) has been known since the 16th century, although earlier it sounded like Konduya (Konduya Lakhtinskaya) or just Kondu (from the Finnish kontu - courtyard, manor). Subsequently, this name was replaced by the more familiar Russian ear with the word "Horse". In the Search Book of the Spassko-Gorodensky Pogost in 1573, it is mentioned as the village "on Kovdui", where 1 obzh was listed, which indicates that there most likely was one yard. On January 15, 1638, together with neighboring villages, it was transferred to the possession of the Stockholm dignitary, Rickschulz General Bernhard Steen von Stenhausen, of Dutch origin. On October 31, 1648, the Swedish government granted these lands to the city of Nyuen (Nyenschanz). In a deed of gift, Konduya Lakhtinskaya is called a village, which indicates a noticeable increase in its population. Later, on the Swedish map of the 1670s, on the site of the present Horse Lahti, the village of Konda-bai is marked (by - village (sv)).
The owners of Konnaya Lakhta, as well as the villages of Bobylskaya and Lakhta, were in turn Count Orlov, Count Ya. A. Bruce, and the landowners Yakovlev. In 1844, Count A.I. Stenbok-Fermor entered the possession of the Lakhta estate (which included Konnaya Lakhta. This family was the owner of the estate until 1913, when the owners had to go to corporations to pay off their debts, and the Lakhta estate became the property of Lakhta Joint Stock Company of Count Stenbock-Fermor and Co. In 1963, Horse Lahta was included in the Zhdanov (Primorsky) district of Leningrad (St. Petersburg).
As the dacha village of Olgino appeared at the end of the 19th century and initially consisted of both Olgin itself and the villages of Vladimirovka (now part of Lisiy Nos) and Aleksandrovka. In the first half of the 18th century, this territory was part of the Verpelev palace estate, which in the second half of the 18th century was granted to Count G. G. Orlov, then it was owned by the family of landowners the Yakovlevs, in the middle of the 19th century the estate was transferred to the counts of Stenbock-Fermor. In 1905 A.V. Stenbok-Fermor, the then owner of Lakhta lands, divided the lands around Lakhta into separate plots with the intention of selling them profitably for dachas. So there were the villages of Olgino (named after the wife of Olga Platonovna), Vladimirovka (in honor of the father of the owner; the coastal part of the modern village of Lisy Nos) and Alexandrov or Aleksandrovskaya (in honor of Alexander Vladimirovich himself). It is likely that on the site of the village was the village of Olushino (Olushino odhe) - a search book of the Spassko-Gorodensky churchyard in 1573 mentions that there were 1 obzh in the village of Olushkov’s, which suggests that at least one residential the yard. On behalf of Olushka (Olpherius). Most likely, the village was deserted in Swedish time and then was already listed as a wasteland belonging to the village of Lahta. Thus, the name of the village could be given in harmony with the name of the mistress and the old name of the village.
The villages were planned among a sparse pine forest (the layout was preserved almost unchanged), so there were more amenities for living and spending time there than in Lakhta. A park was set up here, a summer theater, a sports ("gymnastic") playground, a tennis court, and a yacht club were arranged.
In the 1910s about 150 winter cottages were built in Olgino, many of which are striking monuments of "summer cottage" architecture. In 1963, the village of Olgino was included in the Zhdanovsky (Primorsky) district of Leningrad (St. Petersburg).
Near Olgino, in the area of the Dubki park, there was a small village Verpeleva (Verpelevo), which consisted of only a few yards. In the first half of the XVIII century. this territory was part of the palace estate "Verpeleva", which in the second half of the XVIII century. It was granted to Count G. G. Orlov, then passed to the Counts of Stenbock-Fermor. The village has not existed for a long time, but the entire reed-covered peninsula (barely protruding above the water of the Verpier-Luda peninsula (Verper Luda (from the Finnish luoto - “small rocky island”)) still existed, and there was another spelling the name of this island is Var Pala Ludo).
Kamenka. The Novgorod scribal book mentions two villages in the Lakhta region with a similar name, referring to the possessions of Selivan Zakharov, son of Okhten, with his son and 5 other co-owners. On the lands of this small patrimony, which, unlike the estate was inherited, peasants lived in 3 villages, including: the village "Kamenka in Lakhta near the sea" in 5 yards with 5 people and arable land in 1,5 obzhi, the village "on Kamenka "in 2 courtyards with 2 people and arable land in 1 obzhu. For the use of land, the peasants paid the owners of the patrimony 16 money and gave 1/3 of the rye harvest. Thus, in the 16th century on the Kamenka River (another name for the Kiviyoki River, which is the literal translation of kivi - "stone", joki - "river") there was one large village of Kamenka near its confluence with the Lakhtinsky spill and the second, smaller, somewhere upstream. On the drawing of Izhora land in 1705, a village under this name is depicted in the area of the modern village of Kamenka. The village of Kamennaya in the middle reaches of Kamenka and on the map of 1792 is designated. Other name options are Kaumenkka, Kiviaja.
In the second half of the 18th century, Kamenka became a vacation spot for Russian Germans. Here in 1865, German colonists founded their "daughter" colony on leased land. Since then, the village has received the name Kamenka Colony (so called until the 1930s). In 1892, a colony near the village of Volkovo "budded" from it. The inhabitants of both colonies belonged to the Novo-Saratov parish and since 1871 had a prayer house in Kamenka, which was visited by 250 people. He maintained a school for 40 students. The house was closed in 1935 and later demolished.
Currently, Kamenka exists as a holiday village, located along the road to Levashovo. Since 1961 - in the city, part of the planning area in the North-West, from the mid-1990s. built up with multi-storey residential buildings and cottages.
Volkovo. The settlement is about southeast of the village of Kamenka - on the old road to Kamenka, on the bank of a stream that flows into Kamenka between the village of Kamenka and the Shuvalovsky quarry. In 1892, a German colony emerged on the territory of the village, "budding" from a nearby colony in the village of Kamenka. The origin of Volkovo is not clear, the village is found only on maps of 1912, 1930, 1939, 1943. and probably appeared no earlier than the 19th century.
Kolomyagi. Scribe books of the XV — XVI centuries and Swedish plans testify that small settlements already existed on the site of Kolomyag. Most likely, these were first Izhora or Karelian, then Finnish farms, which were empty during the hostilities of the late XVII century.
The name "Kolomyag" connoisseurs decipher in different ways. Some say that it came from the "colo" - in Finnish cave and "pulp" - a hill, a hill. The village is located on the hills, and such an interpretation is quite acceptable. Others look for the root of the name in the Finnish word "koaa" - bark - and believe that trees were processed here after felling. Another version of the origin of the name from the Finnish "kello" is the bell, and it is associated not with the feature of the mountain, but with the "bell on the mountain" - a tower with a signal bell standing on a hill.
The owners of Kolomyazhsky lands were Admiral General A.I. Osterman, Count A.P. Bestuzhev-Ryumin, a family of Volkonsky. In 1789, the Volkonskys sold these lands to retired colonel Sergei Savvich Yakovlev. On his estate S. S. Yakovlev built a manor and lived in it with his wife and seven daughters. The once-Finnish population of Kolomyag was “Russified” by that time - it was made up of descendants of serfs resettled by Osterman and Bestuzhev-Rumin from their villages in Central Russia (natives of the Volga and Galich) and Ukraine. Then the name "Kellomyaki" began to sound in Russian fashion - "Kolomyagi", although later the old name also existed, especially among local Finns. And not without reason the indigenous Kolomozhites associate their origin with the Volga places, and the southern half of the village is now called “Galician”.
Yakovlev died in 1818. Five years after his death, a division of the territory of the manor was made. The village of Kolomyagi was divided in half between two of his daughters. The border was the Bezymyanny stream. The southeastern part of the village of Kolomyagi beyond Bezymyanny creek and a plot on the banks of the Bolshaya Nevka passed to the daughter Ekaterina Sergeevna Avdulina.
Daughter Yakovleva Elena Sergeevna - the wife of General Alexei Petrovich Nikitin, a hero of the Patriotic War of 1812, who was awarded the highest military orders and twice a gold sword with the inscription "For courage", died early, leaving her daughter Elizabeth. The northwestern part of Kolomyag inherited the young Elizabeth, so this part of Kolomyag was practically inherited by the father of Yakovlev’s granddaughter, Count A.P. Nikitin, who in 1832 became the owner of the entire village. It is his name that is stored in the names of the streets - 1st and 2nd Nikitinsky and Novo-Nikitinsky. The new owner built a stone mansion on the estate’s estate - an excellent example of classicism of the first third of the 19th century, which became his country house and has survived to this day and has been occupied until recently by the Nursing Home. It is believed that this mansion was built according to the project of the famous architect A.I. Melnikov. The severity and modesty of the architectural appearance of the facades and residential chambers of the Nikitin mansion was opposed by the splendor of ceremonial interiors, in particular the two-light dance hall with choirs for musicians. Unfortunately, with repeated alterations and repairs, many details of the decor and stucco emblems of the owners disappeared. Only two photographs of the 1920s and preserved fragments of ornamental molding and paintings on the walls and ceiling show the past richness of the decorative decoration of this architectural monument. The mansion was surrounded by a small park. In it stood a stone pagan woman brought from the southern steppes of Russia (transferred to the Hermitage), and a pond with a plakun waterfall was built. Near the pond there was a "walk of love" from the "paradise" apple trees - it was called so because the bride and groom passed through it after the wedding. Here, in the shadow of these apple trees, young lovers made appointments.
Under the Orlov-Denisov opposite the mansion (now Main Street, 29), the structures of an agricultural farm were erected, partially preserved to this day, and the greenhouse. Behind the farm were the master's fields. On them, as the New Time newspaper reported in August 1880, they tested the reaping and shearing machines brought from America.
In the 19th century, the provincial surveyor Zaitsev submitted for approval the highway called the Kolomyagskoye Shosse. The route was supposed to connect the village, gradually gaining fame as a summer residence of the "middle arm", with St. Petersburg. The construction of the road ended in the 1840s, and then horse-drawn and country-house crafts became the most important articles of peasant income. In addition, peasants either built small dachas in their yards, or rented their huts for the summer. Located away from the roads, surrounded by fields, the village was chosen by multi-family citizens.
The income from the summer cottage industry increased from year to year, which was facilitated by the summer movement of omnibuses that opened on the new highway from the City Council building. They walked four times a day, each accommodated 16 people, the fare cost 15 kopecks. Even when the Finnish Railway with the nearest Udelnaya station came into operation in 1870, the highway remained the main access road through which public carriages pulled by a trio of horses ran from the Stroganov (now Ushakovsky) bridge.