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Grand Central Station, NYC
Note the Zodiac on the ceiling best viewed in the vertical color reproduction.
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Copyright © 2017 Wei Kiat.
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Drop me a email (kiatography@gmail.com) if you wish to purchase my images.
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This is the underground walkway between Concourse C & B at O'hare airport in Chicago. It was a wild place the last few days as many flights were canceled due to snow, fog and other factors. It was good to get home last night.
The Toyota 2000GT is a limited-production, front-engine, rear-wheel drive, two-seat, hardtop coupé grand tourer designed by Toyota in collaboration with Yamaha. First displayed to the public at the Tokyo Motor Show in 1965, the 2000GT was manufactured under contract by Yamaha between 1967 and 1970. In Japan, it was exclusive to Toyota's Japanese retail sales channel called Toyota Store.
The 2000GT revolutionized the automotive world's view of Japan. The 2000GT demonstrated that Japanese auto manufacturers could produce a sports car to rival those of Europe, in contrast to Japan's image at the time as a producer of imitative and stodgily practical vehicles. Reviewing a pre-production 2000GT in 1967, Road & Track magazine summed up the car as "one of the most exciting and enjoyable cars we've driven", and compared it favorably to the Porsche 911. Today, the 2000GT is seen as the first seriously collectible Japanese car and the first "Japanese supercar". Examples of the 2000GT have sold at auction for as much as US $1,200,000.[2 Much of the work was done by Yamaha, which in addition to its wide product range of the time also did much work for other Japanese manufacturers. Many credit the German-American designer Albrecht Goertz, a protégé of Raymond Loewy, as inspiration for the car, who had previously worked with Nissan to create the Silvia. He had gone to Yamaha in Japan in the early 1960s to modernize Nissan's two-seater sports car called the Fairlady. A prototype was built, but Nissan decided not to pursue the project with Yamaha. Yamaha also contracted for Toyota, then perceived as the most conservative of the Japanese car manufacturers. Wishing to improve their image, Toyota accepted the proposal, but employed a design from their own designer Satoru Nozaki.
Styling
Toyota 2000GT from rear
Toyota 2000GT dashboard
The 2000GT design is widely considered a classic in its own right. Its smoothly flowing "coke bottle styling" bodywork was executed in aluminium and featured pop-up headlights, as well as large plexiglas covered driving lamps on either side of the grille similar to those on the Toyota Sports 800. The design scarcely featured bumpers at all, and the plexiglas driving lamp covers in particular are rather easily damaged. The car was extremely low, just 45.7 in (116 cm) to the highest point of the roof. In 1969, the front was modified slightly, making the driving lamps smaller and changing the shape of the turn signals. The rear turn signals were enlarged at the same time, and some alterations were made to modernise the interior. The last few vehicles were fitted with air conditioning and had automatic transmission as an option. These cars had an additional scoop fitted underneath the grille to supply air to the A/C unit. Two custom open-top models were built for the James Bond film You Only Live Twice, but a factory-produced convertible was never offered during the car's production run.
The interior offered comfortable, if cramped, accommodation and luxury touches like a rosewood-veneer dashboard and an auto-seeking radio tuner. At the time, Road & Track felt that the interior was up to par for a "luxurious GT", calling it an impressive car "in which to sit or ride - or simply admire."
Technical details
The 3M DOHC 2.0 liter inline six
The 2M SOHC 2.3 liter inline six
The engine was a 2.0 L (121 in³) straight-6 (the 3M) based on the engine in the top-of-the-line Toyota Crown sedan. It was transformed by Yamaha with a new double overhead camshaft head into a 112 kW (150 hp) sports car engine. Carburation was through three two-barrel Solex 40 PHH units. Nine special MF-12 models were also built with the larger but SOHC 2.3 L 2M engine. The car was available with three different final drives. Fitted with a 4.375 ratio axle, the car was said[by whom?] to be capable of reaching 135 mph (217 km/h) and achieve 7.59 L/100 km (31 mpg-US; 37 mpg-imp).[3]
The engine was longitudinally mounted and drove the rear wheels through a five-speed manual transmission. A limited slip differential was fitted, and in a first for a Japanese car, all-round power-assisted disc brakes. The atypical emergency brake gripped the rear disc directly.
Production
Only 351 (regular production cars) of the 2000GT were built, figures comparable to elite Italian supercar production of the day. According to Toyota and Yamaha data, there were 233 MF10s, 109 MF10Ls, and nine MF12Ls. All were actually built by Yamaha; it took two years for production vehicles to emerge. In America, the 2000GT sold for about $6,800, much more than contemporary Porsches and Jaguars. It is believed that no profit was made on the cars despite their high price; they were more concept cars and a demonstration of ability than a true production vehicle. About 60 cars reached North America and the others were similarly thinly spread worldwide. Most 2000GTs were painted either red or white.
Racing
Toyota entered the 2000GT in competition at home, coming third in the 1966 Japanese Grand Prix and winning the Fuji 24-Hour Race in 1967. In addition, the car set several FIA world records for speed and endurance in a 72-hour test. Unfortunately, the record car was destroyed in a pace car accident and eventually scrapped. These records shortly prompted Porsche to prepare a 911R especially to beat this record.
Carroll Shelby would also enter a pair of 2000GTs to compete in the SCCA production car races competing in the CP category. Initially Shelby built three cars, including one spare. Although performing well, 1968 was the only season the car competed in the US. Toyota took back one of the cars and rebuilt it into a replica of their record car, which still resides in Japan. The two remaining Shelby cars still reside in the United States.
2000GT Open-Top, the “Bond Model”
2000GT used in the James Bond film, You Only Live Twice
The 2000GT made its most famous screen appearance in the 1967 James Bond movie You Only Live Twice, most of which was filmed in Japan. Even though the car was never commercially available as a convertible, two were made specially for the film. However, they did not have roofs, just an upholstered hump at the rear of the cabin to simulate a folded top, and therefore were not fully functioning convertibles. Prior to the decision to make fully roofless cars, building the car as a targa was tried, allegedly due to Sean Connery's height not allowing him to fit into the ultra-low coupé version. This retained the hatchback of the original car, but eliminated the rear side windows. However, when the Targa was completed, Connery's head stuck out of the top to such an extent that it was decided it looked too ridiculous and that roofless versions would have to be made if the car was to be featured in the film. Toyota were able to create a convertible version in a mere two weeks after being notified of this shortcoming. The car was mainly driven by his girlfriend Aki (Akiko Wakabayashi) in the film.[4]
Today
Although not quite as well known to the general public as later Japanese sports cars like the Nissan Z, the 2000GT is regarded by many collectors as possibly the first highly collectible Japanese car. As of 2010, good examples can reach very high auction prices, though parts availability is a problem. Some combination of interesting provenance (particularly the first and second owners) and cosmetic perfection seems to be the formula for the highest auction values.
The time in Midtown Manhattan is just shy of 7PM and the main concourse at Grand Central is full of busy people with places to go.
A passenger heads for the South Concourse of Chicago Union Station in a portion of the facility “remodeled” in 1991 on November 8, 2018. A recent renovation of the main waiting room has recently been completed, and more remodeling of CUS is apparently coming soon.
I'm standing what used to be the concourse of Akron Union Depot. When this was still a passenger train station, stairways led from the concourse to the boarding platforms below. The Baltimore & Ohio was the last railroad to board passengers here. That ended on May 1, 1971. The railroad tracks visible are the CSX New Castle Subdivision. The view is looking toward the former depot, which is now used by the University of Akron.
Reflections from two windows and a moving sidewalk in Concourse E at CLT airport in Charlotte, North Carolina
Another Elvis tribute artist performing on stage.
[Pre-departure entertainment before boarding the Elvis Express bound for Parkes]
Parkes Elvis Festival, Central Station Concourse, Sydney, Australia (Thursday 12 Jan 2017)
The Mercury Cyclone is an automobile produced by the Mercury division of the Ford Motor Company from 1964 to 1971. It started as a performance model of the 1964 Mercury Comet, and was named the Mercury Comet Cyclone through 1967. For 1968, the "Comet" part of the name was dropped. Options such as GT, Spoiler and Cobra Jet were added and removed. In 1971, it was integrated into the Mercury Montego line as their performance model.[1]History
1964
The Cyclone started as an option for the 1964 Mercury Comet. It featured a 289 cu in (4,736 cc), 210 hp (156.6 kW) engine and a sporty look. It had a spoked steering wheel and bucket seats. Some of the engine parts were chromed in the style of muscle cars.
1965
In the 1965 models, the engine was updated to the four-barrel carburetor version of the 289 cu in (4,736 cc) unit, but generated 200 hp (149.1 kW). The '65 had a few performance options, which include a handling package, a special fan, and a "Power Transfer" rear axle. Special features included a black out, stand-up grille, bucket seats with sew-through pleats, centre console, chrome-plate wheel covers with lug nuts, engine "Dress Up Kit", unique insignias, a vinyl roof in black or white and a Power-Pac gauge cluster for the heavily padded instrument panel.[2]
1966
1966 Mercury Comet Cyclone GT Hardtop
The 1966 models underwent a major styling change. The body received "sculpturing" that ran the length of the car, and was based on the body of the Ford Fairlane. The models introduced new engines. The 390 Y code was a 390 cu in (6,391 cc) engine with a two-barrel carburetor and 265 hp (198 kW). The 390 H code had a four-barrel carburetor and 275 hp (205 kW).
The GT option used a 390 S code engine which was a 390 cu in (6,391 cc) engine with a four-barrel carburetor and 335 hp (250 kW). The GT featured car stripes, a fiberglass hood (bonnet) with scoops[jargon] and several other performance options.
1967
The 1967 model was produced with several engine options. The standard engine was the 289 V8 with 289 cu in (4,736 cc) and 200 hp (149 kW). The GT's engine was 390 cu in (6,391 cc), but was quoted with 15 fewer horses at 320 hp (239 kW).
Neither the 1966 Cyclone nor the 1967 Cyclone used the 427 cu in (6,997 cc) side-oiler[jargon] engine that went into the standard Comet. Only badges[jargon] told of the 410 hp (306 kW) under the hood (bonnet).[clarification needed 410 hp for standard Comet or Cyclone?]
1968
The 1968 models dropped "Comet" from their name. The Cyclones had a mid tire level body tape stripe. The Cyclone GT's had an upper level body stripe, buckets, wide whitewall tires, special wheel covers, all vinyl interior, and the special handling package. It was named the fastest car of that year,[how?] because it set a world record speed of 189.22 mph (304.52 km/h) at Daytona.[clarification needed]
Several engines were available for the Cyclones:
The 302 cu in (4,949 cc) standard engine was available as either the two-barrel carburetor, which generated 210 hp (157 kW), or the four-barrel carburetor, which generated 230 hp (172 kW).
The 390 cu in (6,391 cc) optional engine (standard for GT) was available as either the two-barrel carburetor, which generated 265 hp (198 kW), or the four-barrel carburetor, which generated 325 hp (242 kW).
1969
In 1969, the Cyclones had several engine options:
The 302 cu in (4,949 cc) engine was available with 220 hp (164 kW).
The 351 cu in (5,752 cc) engine had two versions: one was 250 hp (186 kW) and the other was 290 hp (216 kW).
The 390 cu in (6,391 cc) engine for the GTs was available with 320 hp (239 kW).
Spoiler II
Main article: Mercury Cyclone Spoiler II
Mercury produced a version of the Cyclone for NASCAR called the Cyclone Spoiler II. The model was available in two flavors. The street version featured a 351 cu in (5,752 cc) Windsor block, and was used to enter into the NASCAR business. The racing version featured a 429 cu in (7,030 cc) Boss block, which was the same engine as the one in the 1969 Boss Mustang.
Cobra Jet
Mercury also added a new model to the Cyclone line: the Cobra Jet (CJ). The Cobra Jet's engine was a 428 cu in (7,014 cc) which generated 335 hp (250 kW). The engine had a Ram Air option, a 735 CFM Holley four-barrel carburetor,[citation needed] although the option showed no quoted difference in horsepower rating. The Mercury Cyclone CJ had the following enhancements over the Cyclone and Cyclone GT: it had a blacked-out grille; dual exhausts; 3:50:1 axle ratio; engine dress-up kit (chromed parts); hood (bonnet) stripes; and a competition handling package.
1970
A 1970 Cyclone 429.
The CJ model was dropped from the Cyclone lineup, and applied to some of the engine names in the series. Mercury thus featured the Cyclone, Cyclone Spoiler and Cyclone GT. The Cyclones consisted of 351 cid V8s and 429 cid V8 engines.
The standard engine for the base Cyclone was the 429 cu in (7,030 cc) four-barrel with dual exhaust that was rated at 360 hp (268 kW) SAE gross (250 hp (186 kW) net). It was the standard engine in the 1970 Mercury Marauder X-100 and was available in other full size models. It featured a 575 CFM carburetor.
Two optional engines were available for the Cyclone. The 429 Cobra Jet was the 429 cu in (7,030 cc) four-barrel with dual exhaust but with the Ram Air induction. It was rated at 370 hp (276 kW) SAE gross (305 hp (227 kW) net) and had a 700 CFM Rochester Quadrajet 4 BBL carburetor. The 429 Super Cobra Jet, which was part of a Drag Pack option, was a 429 cu in (7,030 cc) four-barrel with dual exhaust and Ram Air induction, but it was rated at 375 hp (280 kW) SAE gross (335 hp (250 kW) net), and had a 780 CFM Holley 4 BBL carburetor.
1970 Cyclone Spoiler
The Cyclone Spoiler was for the performance minded with front and rear spoilers, racing stripes that went from front to the rear of the car, hood (bonnet) scoop for ram air induction, racing mirrors and a competition package. The 429 Cobra Jet was the standard engine for the Cyclone Spoiler. An optional engine was the 429 Super Cobra Jet.
1970 Cyclone GT
This model featured a non-functional hood scoop, full length lower body side molding, remote and racing mirrors, high back bucket seats, door trim, and a three spoke rim blow steering wheel.
The standard engine for the 1970 Cyclone GT was the 351 cu in (5,752 cc) two-barrel with single exhaust that was rated at 250 hp (186 kW) SAE gross (175 hp (130 kW) net).
The optional engines for the Cyclone GT included the 351 cu in (5,752 cc) four-barrel with dual exhaust. It was rated at 300 hp (224 kW) SAE gross (260 hp (194 kW) net), and was available with or without Ram Air induction. The GT can also be outfitted with the other 429 engines.
While a convertible was offered for the Ford Torino in 1970 and 1971, no convertible was offered for the Mercury Montego and Mercury Cyclone in 1970 and 1971.
1971
In 1971, the Cyclone had lost its distinction as it was renamed the Mercury Montego Cyclone. The three variants (Cyclone, Cyclone GT, Cyclone Spoiler) were merged into the Montego line. It sold poorly; the production numbers for the Cyclone were in the triple figures. The Montego Cyclone GT, which used the 351 Cobra Jet engine, sold much better, but still sold less than its predecessors.
1972
For 1972, the Mercury Montego was fully redesigned, with body on frame construction, front and rear coil spring suspension and a new shorter 114" wheelbase for two-door models. The Cylcone was reverted to an performance option package available on Mercury Montego, Mercury Montego MX two doors and the Mercury Montego GT. The package included one of two engines, the 351 cu in (5,752 cc) four-barrel Cobra Jet engine rated at 248 hp (185 kW) SAE net or the 429 cu in (7,030 cc) 4-brarrel rated at 205 hp (153 kW) SAE net. The option group included a functional Ram Air induction through twin integrated hood scoops, Traction-Lok (limited slip) differential, F70-14 for 351 cu in (5,752 cc) cars, and G70-14 tires for 429 cu in (7,030 cc) powered cars, hub caps and trim rings, body striping and identification, three spoke steering wheel and dual racing mirrors. The 351 cu in (5,752 cc) was available with either a 4-speed manual transmission or a 3-speed automatic, while the 429 cu in (7,030 cc) was only sold with an automatic transmission. [3]
Early Mercury factory literature showed this option available, while later editions did not have any information on the Cylcone package. Only 30 1972 Cyclone package cars were produced, 29 Montego GT's and one Montego MX. Twenty of these Cylcones were equipped with the 429 cu in (7,030 cc) engine. [4]
Production
Production of Cyclones № Cyclones
(all versions) Notes
1964 7,454[1]
1965 12,347[1]
1966 8,194[1]
1967 6,910[1] 809 convertibles
1968 13,628[1] 6,439 Spoilers[1]
1969 9,143 [5] 5,882 Cyclones [5] + 3,261 Cyclone CJs [5]
1970 1,695 Cyclones, 10,170 GTs, 1,631 Spoilers[1]
1971 444 Cyclones, 2,287 GTs, 353 Spoilers[1]
1972 30 Cyclones
Three generations of Sydney suburban trains on display at Sydenham Station. From left to right - the Tangara, the Millennium and the Waratah Mk 1. The setting, Sydenham Railway Station, is currently undergoing major reconstruction in readiness for the south-west metro due to start running in 2024.
The current incarnation of Grand Central Terminal was completed in 1913; it's the third station on this site and was built between 1903-13. The long construction period was a result of keeping services running throughout.
The station was designed by architects Reed & Stem (the overall structure), and Warren & Wetmore (the architectural detail and decoration).
Concourse, Kings Cross station, London. See more at the Railphotos website - www.stevefranklin.zenfolio.com
Penn Station New York City, NY
Recently opened LIRR West End concourse under the 'James Farley Post Office' building - entrance at the corner 8th Avenue/ West 31st Street
Kürzlich eröffnete LIRR West End Verteilerebene unter dem 'James Farley Post Office' Gebäude - Eingang an der Ecke 8th Avenue/ West 31st Street
DSC09548
The Music Concourse, nestled between the de Young Museum and the California Academy of Sciences in Golden Gate Park, is a historic open-air plaza that has served as a cultural and social gathering space since its creation in the late 19th century. Designed as part of the 1894 Midwinter Exposition, this sunken, tree-lined concourse remains a beloved destination for visitors seeking art, music, and nature.
The concourse is marked by its rows of neatly pruned pollarded trees, creating a formal yet inviting atmosphere. These trees provide much-needed shade and complement the European-inspired design of the plaza. At the heart of the concourse stands a grand fountain, providing a tranquil backdrop to the bustling life of the park. Surrounding the concourse are numerous green benches, offering a perfect spot for contemplation, people-watching, or simply enjoying the ambiance.
Architecturally, the Music Concourse is anchored by the iconic Spreckels Temple of Music, a grand Beaux-Arts style bandstand that has hosted countless performances, from classical music concerts to community events. Donated by sugar magnate Claus Spreckels in 1899, the temple is an enduring symbol of San Francisco’s commitment to the arts.
The plaza’s central location, flanked by two of the city's most important cultural institutions, underscores its historical importance as a cultural hub in Golden Gate Park. Today, the Music Concourse continues to be a vibrant space, where locals and tourists alike can enjoy performances, art, and the beauty of this meticulously designed public space.