de Havilland Canada DHC-1 Chipmunk
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The former administration building of the Textile Trade Association (Textilberufsgenossenschaft) at Volkhartstraße 6
"Three-part building with central eight-storey high-rise, concrete skeleton with brick infill, by Robert Pfaud, 1949-1952" de.wikipedia.org/wiki/Liste_der_Baudenkm%c3%a4ler_in_Augs...
Typical postwar architecture you can find in the city of Nijmegen. The city was bombed by mistake by the allies of World War II
1951 Talbot-Lago Saoutchik designed T-26 Coupe'. A very sensuous art deco design to begin the second half of the 20th century. The engine and drive train are the same as the Talbot-Lago that won outright the 1950 Le Mans 24 hour race, so a quick and reliable......and gorgeous ride.
Founded by cabinet maker Jacques Saoutchik (born Iakov Savtchuk in Russian Empire in 1880), Saoutchik was a French coachbuilding company founded in 1906. In the 1930s, the company became well known for their often extravagant automobile designs for high end luxury car manufacturers. After Jacques died in 1955, the company passed into the hands of his son Pierre. With most of the well known French luxury car manufacturers going out of business and independent automotive coachbuilding as an industry in decline, the market for Saoutchik designs evaporated and the company ceased trading in 1955.[1]
The company was known for designing flamboyant and expensive automobile bodies for brands such as Bugatti, Delahaye, Pegaso, Hispano-Suiza Talbot-Lago and others. (WP)
AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!
Post war, Modernist structure.
A target for graffiti and associated defacement.
LR4255 © Joe O'Malley 2022
The Spacelander is a marvel of postwar biomorphic design. Its curving lines and amoeba-like voids represent the mutation of the prewar streamlined style into a new expression based on organic, rather than machine-made, forms. Although the prototype—made for a 1946 exhibition of British industrial design—was a critical success, Benjamin Bowden failed in his attempts to have it manufactured. By the time it finally went into production in the United States in 1960, tastes had changed and the price of the bicycle—$89.50—was too high. It is believed that only about five hundred examples were ever sold, making it one of the rarest and most sought-after industrial designs of the mid-twentieth century. When new, this bicycle was bright red; the color has faded over time
I photographed the Torre Velasca from the roof of the Duomo di Milano on a grey morning, with soft light filtering through the overcast sky. The image isolates the tower in color against a black-and-white cityscape, emphasizing its cantilevered top and angled supports. From this elevated vantage point, the contrast between postwar modernism and Milan’s historic architecture becomes even more pronounced.
Laundry day on a post war estate.
Note the telltale chimney dating to a time before the clean air act.
LR4246 Joe O'Malley 2022
In 1948, Jaguar launched its first postwar sports car, the XK120. With a sophisticated dual-overhead cam 3.4-liter straight-six engine and curvy, aerodynamic bodywork, the car was a sales hit—and was also discovered to be a significant race car in the hands of privateer drivers. Noting this performance, Jaguar decided to build a variant of the XK designed specifically with an eye toward competition. First referred to internally as the XK120C, the car was ultimately different enough from the XK120 that its name changed to C-Type ('C' standing for Competition).
Jaguar C-Type And XK120 Differences
While the XK120 was a capable car (the '120' designating top speed in miles per hour), the C-Type's aim was light weight and slippery aerodynamics to achieve the highest top speed possible for longer racetracks like Le Mans. Whereas the XK120 was based on a heavy steel chassis derived from the Mark V sedan, and used ash wood framework to hold its aluminum body panels, the C-Type had a new lightweight tube frame chassis, one of the first of its type, and Malcolm Sayer-designed alloy bodywork with a more aero-efficient design. The 3.4-liter twin-cam straight-six engine remained, but was given an improved cylinder head, more aggressive camshaft profiles, a dual-exhaust system and unique pistons to bump output from 160 hp to just over 200 hp. With a significantly lighter curb weight than the XK120 road car, the C-Type was an instant performer.
C-Type At Le Mans
The first three cars produced in 1951 were almost immediately sent to the 24 Hours of Le Mans to be tested against the competition. Two of the C-Types failed to finish, but the third car driven by Peter Walker and Peter Whitehead won the endurance race outright, making the C-Type the first British car to win the event in some two decades, setting several speed and distance records in the process. In 1952, C-Type customer car deliveries began, and the twin SU carburetors were upsized slightly, while the car's bodywork and cooling system were also revised. Jaguar's factory motorsports team again ran three cars at the 1952 Le Mans, but all retired with mechanical issues.
In 1953, Jaguar again built three new factory racers with further weight reduction thanks to thinner aluminum bodywork, lending them an unofficial "lightweight" designation. Triple Weber carburetors and higher-lift cams helped bump power to 220 hp, while the rear suspension was slightly revised and Dunlop disc brakes (a rarity in '53) replaced the previous drum units. The factory "lightweight" C-Types finished first, second, and fourth at the 1953 24 Hours of Le Mans. In the end, some 53 C-Types were built before the model was replaced by the even more specialized Jaguar D-Type for the 1954 racing season. Despite the arrival of the D-Type, a C-Type fielded by privateer team Ecurie Francorchamps finished fourth overall in the 1954 24 Hours of Le Mans.
The Jaguar C-Type was really the brand's first all-new postwar race car and as such, it was driven by many of the luminaries of the period including the late Sir Stirling Moss and American Formula 1 champion Phil Hill. Hill said of the C-Type, "I was just in awe of the C-Type when I first stepped into it. When I look back on it now, it makes me smile. The steering was light-almost scary light. It was the first car I ever drove that had a really precise feel about it-it really felt like a racing car." Just three of the special 1953 "lightweight" cars were ever built, though some cars were later modified to lightweight specification.
With just 53 Jaguar C-Types ever having been built between 1951 and 1953, and their competition legacy being what it is, you might guess that you'd have not only a hard time finding a C-Type for sale, but also affording the asking price. You'd be right on both counts. Jaguar C-Types are rare and expensive, most have been raced hard, and some have been involved in significant accidents along the way. The most expensive and desirable C-Types must be the three "lightweight" 1953 factory racers and the 1951 Le Mans winner, while privateer cars with particularly successful or interesting racing histories will also be toward the top of the pecking order.
Motor Trend
A successful, postwar, French multipurpose type. More than 300 were built, and a number remain active today, although this is apparently the first time one has ever displayed at a UK airshow. This was after 8pm in the low evening sun, and it looked absolutely gorgeous.
Somewhere between postwar optimism and Cold War paranoia, Detroit built rocket ships for the highway and painted them candy colors.
In 1948, Jaguar launched its first postwar sports car, the XK120. With a sophisticated dual-overhead cam 3.4-liter straight-six engine and curvy, aerodynamic bodywork, the car was a sales hit—and was also discovered to be a significant race car in the hands of privateer drivers. Noting this performance, Jaguar decided to build a variant of the XK designed specifically with an eye toward competition. First referred to internally as the XK120C, the car was ultimately different enough from the XK120 that its name changed to C-Type ('C' standing for Competition).
Jaguar C-Type And XK120 Differences
While the XK120 was a capable car (the '120' designating top speed in miles per hour), the C-Type's aim was light weight and slippery aerodynamics to achieve the highest top speed possible for longer racetracks like Le Mans. Whereas the XK120 was based on a heavy steel chassis derived from the Mark V sedan, and used ash wood framework to hold its aluminum body panels, the C-Type had a new lightweight tube frame chassis, one of the first of its type, and Malcolm Sayer-designed alloy bodywork with a more aero-efficient design. The 3.4-liter twin-cam straight-six engine remained, but was given an improved cylinder head, more aggressive camshaft profiles, a dual-exhaust system and unique pistons to bump output from 160 hp to just over 200 hp. With a significantly lighter curb weight than the XK120 road car, the C-Type was an instant performer.
C-Type At Le Mans
The first three cars produced in 1951 were almost immediately sent to the 24 Hours of Le Mans to be tested against the competition. Two of the C-Types failed to finish, but the third car driven by Peter Walker and Peter Whitehead won the endurance race outright, making the C-Type the first British car to win the event in some two decades, setting several speed and distance records in the process. In 1952, C-Type customer car deliveries began, and the twin SU carburetors were upsized slightly, while the car's bodywork and cooling system were also revised. Jaguar's factory motorsports team again ran three cars at the 1952 Le Mans, but all retired with mechanical issues.
In 1953, Jaguar again built three new factory racers with further weight reduction thanks to thinner aluminum bodywork, lending them an unofficial "lightweight" designation. Triple Weber carburetors and higher-lift cams helped bump power to 220 hp, while the rear suspension was slightly revised and Dunlop disc brakes (a rarity in '53) replaced the previous drum units. The factory "lightweight" C-Types finished first, second, and fourth at the 1953 24 Hours of Le Mans. In the end, some 53 C-Types were built before the model was replaced by the even more specialized Jaguar D-Type for the 1954 racing season. Despite the arrival of the D-Type, a C-Type fielded by privateer team Ecurie Francorchamps finished fourth overall in the 1954 24 Hours of Le Mans.
The Jaguar C-Type was really the brand's first all-new postwar race car and as such, it was driven by many of the luminaries of the period including the late Sir Stirling Moss and American Formula 1 champion Phil Hill. Hill said of the C-Type, "I was just in awe of the C-Type when I first stepped into it. When I look back on it now, it makes me smile. The steering was light-almost scary light. It was the first car I ever drove that had a really precise feel about it-it really felt like a racing car." Just three of the special 1953 "lightweight" cars were ever built, though some cars were later modified to lightweight specification.
With just 53 Jaguar C-Types ever having been built between 1951 and 1953, and their competition legacy being what it is, you might guess that you'd have not only a hard time finding a C-Type for sale, but also affording the asking price. You'd be right on both counts. Jaguar C-Types are rare and expensive, most have been raced hard, and some have been involved in significant accidents along the way. The most expensive and desirable C-Types must be the three "lightweight" 1953 factory racers and the 1951 Le Mans winner, while privateer cars with particularly successful or interesting racing histories will also be toward the top of the pecking order.
Motor Trend
The de Havilland Chipmunk was the first postwar aviation project of de Havilland Canada.
Today, over 500 DHC-1 Chipmunk airframes remain airworthy with more being rebuilt every year.
In many respects similar to the pre-war Moth Minor in configuration, the Chipmunk used metal (mainly stress-skinned) airframe construction, allowing thinner wings and better performance, as well as giving greater durability. The Chipmunk was usable for aerobatic and instrument flying as well as basic training. Some 214 Chipmunks were built in Canada, a further 1,014 in Britain, and 60 in Portugal.
In 1948, Jaguar launched its first postwar sports car, the XK120. With a sophisticated dual-overhead cam 3.4-liter straight-six engine and curvy, aerodynamic bodywork, the car was a sales hit—and was also discovered to be a significant race car in the hands of privateer drivers. Noting this performance, Jaguar decided to build a variant of the XK designed specifically with an eye toward competition. First referred to internally as the XK120C, the car was ultimately different enough from the XK120 that its name changed to C-Type ('C' standing for Competition).
Jaguar C-Type And XK120 Differences
While the XK120 was a capable car (the '120' designating top speed in miles per hour), the C-Type's aim was light weight and slippery aerodynamics to achieve the highest top speed possible for longer racetracks like Le Mans. Whereas the XK120 was based on a heavy steel chassis derived from the Mark V sedan, and used ash wood framework to hold its aluminum body panels, the C-Type had a new lightweight tube frame chassis, one of the first of its type, and Malcolm Sayer-designed alloy bodywork with a more aero-efficient design. The 3.4-liter twin-cam straight-six engine remained, but was given an improved cylinder head, more aggressive camshaft profiles, a dual-exhaust system and unique pistons to bump output from 160 hp to just over 200 hp. With a significantly lighter curb weight than the XK120 road car, the C-Type was an instant performer.
C-Type At Le Mans
The first three cars produced in 1951 were almost immediately sent to the 24 Hours of Le Mans to be tested against the competition. Two of the C-Types failed to finish, but the third car driven by Peter Walker and Peter Whitehead won the endurance race outright, making the C-Type the first British car to win the event in some two decades, setting several speed and distance records in the process. In 1952, C-Type customer car deliveries began, and the twin SU carburetors were upsized slightly, while the car's bodywork and cooling system were also revised. Jaguar's factory motorsports team again ran three cars at the 1952 Le Mans, but all retired with mechanical issues.
In 1953, Jaguar again built three new factory racers with further weight reduction thanks to thinner aluminum bodywork, lending them an unofficial "lightweight" designation. Triple Weber carburetors and higher-lift cams helped bump power to 220 hp, while the rear suspension was slightly revised and Dunlop disc brakes (a rarity in '53) replaced the previous drum units. The factory "lightweight" C-Types finished first, second, and fourth at the 1953 24 Hours of Le Mans. In the end, some 53 C-Types were built before the model was replaced by the even more specialized Jaguar D-Type for the 1954 racing season. Despite the arrival of the D-Type, a C-Type fielded by privateer team Ecurie Francorchamps finished fourth overall in the 1954 24 Hours of Le Mans.
The Jaguar C-Type was really the brand's first all-new postwar race car and as such, it was driven by many of the luminaries of the period including the late Sir Stirling Moss and American Formula 1 champion Phil Hill. Hill said of the C-Type, "I was just in awe of the C-Type when I first stepped into it. When I look back on it now, it makes me smile. The steering was light-almost scary light. It was the first car I ever drove that had a really precise feel about it-it really felt like a racing car." Just three of the special 1953 "lightweight" cars were ever built, though some cars were later modified to lightweight specification.
With just 53 Jaguar C-Types ever having been built between 1951 and 1953, and their competition legacy being what it is, you might guess that you'd have not only a hard time finding a C-Type for sale, but also affording the asking price. You'd be right on both counts. Jaguar C-Types are rare and expensive, most have been raced hard, and some have been involved in significant accidents along the way. The most expensive and desirable C-Types must be the three "lightweight" 1953 factory racers and the 1951 Le Mans winner, while privateer cars with particularly successful or interesting racing histories will also be toward the top of the pecking order.
Motor Trend
The Grumman F8F Bearcat was the fastest piston-engine fighter used by the U.S. Navy during World War II, entering service just as the war was ending. Designed for rapid climb and short takeoff performance from aircraft carriers, it was a potent interceptor despite its late arrival. The Bearcat earned a reputation for agility and power, making it popular in postwar air races where it often set speed records. Its compact design and strong armament highlighted Grumman’s engineering prowess, bridging the era between propeller-driven fighters and the emerging jet age.
Das Hotel Hessenland in Kassel wurde 1951 von Paul Bode, dem Bruder des documenta-Gründers Arnold Bode, auf einem innerstädtischen Ruinengrundstück in Nachbarschaft zum Hugenottenhaus entworfen. Hinter einer schmucklos-grau wirkenden Fassade wartet ein denkmalgeschütztes Beispiel für die 1950er-Jahre-Architektur mit eleganter Lobby, geschwungener Treppe und Ballsaal, der bis zu 800 Menschen Platz bot, auf den Besucher. Sehr fotogen.
The theme for “Looking Close… on Friday” is “motion blur” in which I needed to catch the impression of movement in my photo. I know it may not be the most original of ideas, but I took out a newly minted one Australian dollar coin which was wonderfully bright, and I spun it on my maternal Grandfather’s chess board. Luckily, I seem to have the knack for spinning coins. I had quite a bit of fun spinning the coin over and over, trying to catch its spinning movement in the light pouring through the window. I came out with a few shots I was happy with, three of which I have used in this collage. They all show the spinning coin becoming a golden orb or a ghostly golden ball. I will leave the interpretation to you, however I hope you like my choice for this week’s theme, and that it brings a smile to your face, as it did mine taking it!
The chessboard was made by my Grandfather, a skilful and creative man in 1952. Two chess sets, a draughts set and three chess boards made by my Grandfather were bequeathed to me as part of his estate when he died a few years ago.
Facade of The Broad (rhymes with Road) museum of postwar and contemporary art on Grand Ave, Los Angeles. [2 of 12]
Postwar Chevrolet pickup, late'40's to early '50's. Age and the weather have given this old beauty real character.
Postwar International truck cab, down some long dirt road in Nevada, overlooking a normally dry lakebed, flooded this cold and wet November. Red, white and yellow flashlight, with full moon, for 81-seconds.
Douglas DC-4-1009 (msn 42905/D4 23) Built postwar and flew with SAS as SE-BBA. Purchased by Avianca in 1953. Taken 4/73
1949 Ford Custom Coupe.
For 1949, Ford returned to first place among American manufacturers, selling 1,118,740 Ford cars.
Released in June 1948, the 1949 Ford was the first major "postwar" American car line, beating Chevrolet to market by six months and Plymouth by nine.
Alongside the redesign of the car, Ford updated its model nomenclature for 1949. The previous Custom, De Luxe, and Super De Luxe names were replaced by new Standard and Custom trims, with Tudor and Fordor sedans (two-door and four-door, respectively), fastback Club Coupe and Business Coupe (the latter, rear seat delete), Convertible Club Coupe, and two-door Station Wagon styles. In the center of the "Bullet-nose" grille emblem, Ford embossed either a "6" or an "8" on top of a red circle, denoting the fitment of an inline-6 or the Flathead V8 engine.
Once the single most popular postwar comic genre, romance comics began losing their audience to Marvel and DC superheroes in the 1960s. The writers began to switch the focus of their stories from stupid and very conservative, marriage-obsessed couples falling in love to stupid, beautiful, hip, and angst-driven sex-obsessed swingers agonizing over everything you can possibly imagine: race, politics, drugs, money, and loneliness.
Naturally the "hippie" in this story is an artist the girlfriend's parents despise for being poor. The girl's forced to choose between this poor--but talented--artist and her parents. True love wins, as usual; and as it turns out, the guy's not only successful as an artist, but filthy rich all along. Just like in real life.
This cover's begging to be photoshopped.
Ford had a number of leftover 1942 body parts that went into 1946 Ford models. Henry Ford II got the first postwar car into production, and the very first one -- a white Super DeLuxe Tudor sedan assembled on July 3, 1945 -- went to President Harry Truman. Alas, only 34,439 more were assembled during the 1945 calendar year, but it was the quick return to production that put Ford ahead of Chevrolet.
However, there was no end of problems with the War Production Board, which controlled output and materials supplies, and the Office of Price Administration, which put many controls on the price of parts and cars. Henry Ford II claimed that he was losing $300 per car because he couldn't achieve volume production, and indeed the company was hemorrhaging about $10 million per month at one point.
The pent-up market created an unprecedented demand for new cars. Ford's advertising agency, J. Walter Thompson, created a brilliant teaser campaign: "There's a Ford in your future." Until July, it showed only parts of the "new" Ford in a crystal ball; then there a publicity blitz culminating in "V-8 Day" on October 26, 1945. More than a million Americans flocked into showrooms for the public introduction, and nearly half a million promptly placed their orders.
This forward-looking “everyman” car from the postwar UK was designed with a uniquely British flair. Featuring chrome fenders and character elements, a distinctive grille shaped like an upside-down “T,” and a raked rear windscreen, it helped workers keep their daily commutes punctual and stylish.
More photos available in the build album. Thank you to The Lego Car Blog and The Brothers Brick for their humorous posts about this build and the peculiarities of 1950s British cars!
©2022 Chris Elliott, All Rights Reserved.
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Two children, Little Riley Street, Surry Hills, Sydney, 1949, by Ted Hood, State Library of New South Wales, PXA 584/10 collection.sl.nsw.gov.au/record/n88DRMvn
Postwar German Zeiss Ikonta 521A and contemporaneous Japanese Zenobia C I (with Voigtlander rangefinder). The Zenobia has an integral viewfinder, accessory shoe, faster top shutter speed and a 4-element lens, compared to this version of the Ikonta but lacks double exposure prevention and a self timer and is a few millimetres taller.
In postwar Japan, fledgling automakers started out by licence-building European designs; Hino started with the rear-engined Renault 4CV. By the late 1950s, Japan had gathered enough technological know-how to add its own innovations; the Contessa resulted from such modifications, including to the engine and the suspension.
This 1965 Hino Contessa 1300, on display in the London Science Museum, retains its original Japanese number plate 26-60 issued in Tama near Tokyo.
The Renault 4CV and the Contessa were the only passenger cars built by Hino. By the late 1960s, Hino became a Toyota subsidiary and concentrated on commercial vehicles, while Toyota replaced the Contessa with a similar-sized car of its own, the Corolla. Hino would not build private, non-commercial passenger vehicles again until the 2006 Toyota FJ Cruiser.
1950 Ford Deluxe Business Coupe, Flathead V8 Power
When Ford introduced its new model for 1949, the car represented the Blue Oval's first clean-sheet design since World War II. In fact, it was the first postwar sheet metal shown by any of the Big Three. Everything about the 1949 Ford was new, except for the wheelbase and the powertrain.
For the new car, Ford utilized a ladder-type frame and front independent suspension via coil springs and A-arms, and a Hotchkiss rear end with live axle and leaf springs. Power came from two tried and true engines: the 226-c.i. L-head straight-six or the 239-c.i. Flathead V-8, which produced 100 hp. All cars carried three-speed manual transmissions with optional overdrive, as Ford lacked an automatic of its own.
Two trim levels were offered: Standard and Custom. Both were offered with the L-head or optionally with the V-8. Six-cylinder Standards included Tudor and Fordor sedans, along with business and club coupes, while Customs eliminated the business coupe but added a two-door convertible, as well as a two-door wood-bodied wagon.
From a styling standpoint, the new Ford’s adopted slab sides, wrap-around bumpers, minimal trim, and bullet-adorned grille set it apart from most other cars on the road.
Despite a relatively hastened period of design and development, along with teething issues associated with such an abbreviated process, the new Fords were a hit, with 1.1 million units sold.
For 1950, Ford worked out many of the noise and handling issues found in the first-year cars. Trims were renamed Deluxe and Custom Deluxe. The club coupe was dropped from the Deluxe series, and the convertible was now offered only in V-8 Custom Deluxe spec. New to the lineup was the Crestliner, a Custom Deluxe Tudor that added special elements above and beyond the regular model, including two-tone paint and a unique canvas-covered roof.
The cars received a slight restyle in 1951, including a new grille, as well as revised dashboards. The two-door wagon was renamed the Country Squire, and a hardtop coupe joined the lineup as the Custom Deluxe Victoria. Perhaps most importantly, Ford offered its first automatic transmission—the three-speed Ford-O-Matic.
By 1952, Ford gave its cars a more squared off look, along with an ever-increasing list of refinements. But the first new batch of postwar cars, known as “shoebox Fords,” did an excellent job to keep the company at the top of the sales charts alongside Chevrolet, and today remain iconic classics.
1950's era Divco Milk Truck.
Divco-the Detroit Industrial Vehicle Co. began in 1924 with an idea that didn't quite work: an electric delivery truck with driving positions at the front, back and sides, to simulate the traditional horse-drawn dairy wagon's ability to be driven from all those positions. From 1926 to '30, Divco produced 933 gas-powered trucks with controls on either side. By 1930-31, however, Divco had refocused on a single set of controls and arranged so that the driver could hop onto the truck, nudge it forward and hop off, without ever sitting down.
That idea proved more successful, but profits remained elusive. The company was reincorporated as Divco-Detroit in 1927, seized by creditors in 1931, sold to engine supplier Continental in 1932, then sold to the Twin Coach Co. in 1936.
In 1950, the Divco Model 11 had a combination brake/clutch ped-al, a hand throttle and a hand-operated snubber brake, for stand-up operation. The side doors open wide, allowing an easy step up to the flat floor. The pedals sprout from a shelf above the floor, which seems odd, until you step backward, fall naturally into the swiveling bucket seat and realize, from your high perch, that the pedals are just where they should be. The enormous steering wheel lies flat but provides welcome leverage for aiming a 4315-pound truck with non-assisted steering.
Like the independent car companies, Divco profited from a postwar seller's market, producing a record 6385 trucks in 1948. Borden's, Carnation and Sealtest bought fleets of Divcos. A 1951 film called The Milkman starred Jimmy Durante and a magical Divco that came when he whistled. Divco boasted about its status as "America's Favorite Milk Truck," with 75 percent of the delivery market. But that market was rapidly disappearing.
Per-capita milk consumption declined slowly, but the percentage of milk that was home-delivered plunged from 80 percent in 1945, to 30 percent in 1963, to just 1.5 percent in 1985. Divco's 1956 merger with Wayne added buses, ambulances and hearses to the line, but that only slowed the fall. The last three Divcos were assembled from parts in inventory in February 1986.
Urban nothingness.
Postwar/Modernist housing estate with evidence of a little attention with that raised bed on the left.
LR3871 © Joe O'Malley 2020
For this view, I set the time machine's space-time continuum circuit back 74 years to the West Coast.
Here's a GREAT video about Bunker Hill and its complete demise... www.youtube.com/watch?v=YNyRSrw7WS4
In the mid 1960s, a large 19th century neighborhood consisting of once glamorous but now dilapidated Victorian mansions and run-down wooden homes was completely leveled in the name of urban renewal. A series of tall, bland mid-century apartment buildings took their place.
Here's what I found in the website Curbed.LA.com.
The very words “Bunker Hill” and “Downtown” didn’t exactly conjure up visions of a harmonious landscape. The city had long before decreed what had been the most densely populated residential district in Los Angeles a crime, disease and hazard-riddled blight.
“The Hill was viewed as a cancer whose spread could only be prevented through removal,” writes Stephen Jones in The Bunker Hill Story: Welfare, Redevelopment and the Housing Crisis in Postwar Los Angeles.
The redevelopment project adopted by the city on March 31, 1959 grew out of an urban revival movement sweeping the nation and kickstarted by federal housing acts that offered aid for the clearing of “urban blight.”
1946 Ford Super Deluxe, at Big M Auto Dismantlers in Williams, California. Visit the set page for more information. Shot during me and Joe's top secret Night Photography and Light Painting workshop, last weekend.
Night, 120 second exposure. Full moon, natural LED flashlight.
Reprocessed and replaced, August, 2024.
The postwar Studebaker was in its third model year in 1949. The 5-seat coupes were renamed as the Starlight series with a 3-seat business utility variation also available. The Champion had the 169.6 cubic inch six with 80 HP.
15,746 Champion Starlight Coupes (5-seat) coupes were built in the 1949 model year, with 5,917 in Deluxe trim and 9,823 as Regal Deluxe trim at $1,683 and $1,757 respectively (FOB South Bend, Hamilton or Los Angeles).