View allAll Photos Tagged streamlined
New York Central J-3a class 4-6-4 Dreyfuss streamlined Hudson steam locomotive 5450 is seen with its roller bearing equipped alloy rods & Scullin disc drivers, ca 1939. These steam locomotives had roller bearings applied to all axles. In 1945 this Dreyfuss streamline steam locomotive was the first to have lost its streamlining. The locomotive was retired in 1955.
This colorized photo came from the Internet but the photographers name was not provided. Any credit for this photo must be provided to the original photographer and to the colorization artist.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
Following the success of the introduction of the LNER's first streamlined service, the Silver Jubilee in 1935, the company decided to celebrate the Coronation of King George VI and Queen Elizabeth in 1937 with the introduction of another service "The Coronation". This first ran between London King's Cross and Edinburgh Waverley on 5 July 1937 - this booklet is the version issued for the following year and dated 2 May 1938.
In common with The Silver Jubilee, and the West Riding Limited that was introduced in 1938, the service was an high speed express with a wide range of premium services that attracted an additional surcharge. Again, specially constructed train sets were introduced including a beaver-tailed observation coach, and the units were hauled by the company's A4 locomotives - trains ets and locomotives in the then special 'garter blue' livery seen in this publicity booklet.
The booklet is printed by the Baynard Press and exceeds even the usually high standards of the LNER with careful attention paid to the graphic design, typography and layout with the use of metallic inks. The artwork is by one of the LNER's best known poster artists, Frank Parkinson Newbould.
Tree Swallows are streamlined small songbirds with long, pointed wings and a short, squared or slightly notched tail. Their bills are very short and flat.
Adult males are blue-green above and white below with blackish flight feathers and a thin black eye mask; females are duller with more brown in their upper parts, and juveniles are completely brown above. Juveniles and some females can show a weak, blurry gray-brown breast band.
Tree Swallows feed on small, aerial insects that they catch in their mouths during acrobatic flight. After breeding, tree swallows gather in large flocks to molt and migrate. In the non-breeding season, they form huge communal roosts.
They breed in open habitats such as fields and wetlands usually adjacent to water. They nest in artificial nest boxes as well as tree cavities. Foraging flocks are frequently seen over wetlands, water, and agricultural fields.
--- allaboutbirds.org
The modern looking streamlined Peugeot 402 series was presented at the 1935 Paris Motor Show. In the early 1930s revolutionary aerodynamic theories were applied for the first time to mass produced cars. Avant-garde cars like 1934 Tatra 77 and the 1934 Chrysler Airflow gained a lot of positive attention. The 402 was Peugeot's answer to its direct competitor the streamlined 1934 Citroën TA.
The 402 was developed by the Département Études Carrosseries, under supervision of Henri Thomas.
The Peugeot 02-series was also called Fuseau-Sochaux.
The 402 series replaced the predecessors 401 and 601 (from 1934-1935).
Many body variants were available.
The 402 B with an increased engine, followed in Summer 1938.
Note the lack of a running board, and this convex boot lid. It appeared with the renewed 402 B, and it covers the spare wheel.
Besides several Art Deco details, the headlamps placed behind the grille were very remarkable.
See also: en.wikipedia.org/wiki/Peugeot_402
2142 cc L4 petrol engine.
Performance: 60 bhp.
C. 1200 kg.
Production Peugeot 402 series: Sept. 1935-July 1942.
Production Peugeot 402 B Berline this version: Oct. 1938-June 1940.
New French (painted) reg. number: Autumn 1973 (Dept. Meurthe-et-Moselle).
Seen in Musée de l'Auto en Lorraine, officially called Association Lorraine des Amateurs d'Automobiles de Collection (ALAAC).
See also: www.musee-auto-lorraine.fr
Velaine-en-Haye (Meurthe-et-Moselle, Fr.), Allée des Mérisiers, Oct. 27, 2019.
© 2019 Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
In the early 1930s the concept of fast and economical built streamlined cars became very popular. Not only in the US but mainly in Germany and Middle-European countries avant-garde ideas were put into practice.
The Tatra T77 was first presented at the Prague Car Salon in March 1934. In the same month the T77 made its German public debut on the Berlin IAMA motor show. Here this futuristic car was admired by Führer Adolf Hitler. Already in Dec. 1933 he made some sketches of an streamlined rear-engined small car affordable for the common people. In the Tatra concept he found confirmation of his ideas and ordered Ferdinand Porsche to develop such an innovative car. We all know the outcome...
The Tatra T77 was based on the ideas about aerodynamics by designer and engineer Paul Jaray (Hungary, 1889-1974). Technical engineer was Hans Ledwinka (Austria, 1878-1967, also designer and engineer), while the body was designed by engineer and car designer Erich Übelacker (Czech, 1899-1977).
Jaray was an early pioneer in streamlined airplanes and car bodies. Ledwinka invented the so called backbone chassis: a frameless central tubular chassis with swing axles and with independent suspension. He had a preference for rear-mounted air-cooled engines, which were applied in all streamlined Tatras. The revolutionary ideas of these automotive inventors resulted in one of the greatest cars ever, at least to my opinion.
In 1935 Ledwinka initiated an improved version of the T77 which was called T77a.
The Tatra T77 was the first successfully serial produced rear-engined car according to the streamlined principles.
In the late 1990s there were some festivities in Holland in the context of the 100 year anniversary of the automobile. There was made a list of the 100 most influential cars in automotive history. Tatra was not on that list. That was really incredible to me.
The other three cars in the row are unknown to me. Early 1930s cars are usually hard to determine exactly.
2965 cc 8 cylinder air-cooled V-shaped rear-engine.
1750 kg.
Production Typ T77/T77a: March 1934-35/1935-38.
Original source: Archive Collection Fortepan, Hungary.
See also: www.photoconsortium.net/association/fortepan-hungary/
Without title.
Location: Berlin, Hardenbergstrasse 29, Haus Germania.
Date: 1936.
Original photographer: Judit Lőrincze.
Source: gallery.hungaricana.hu
Halfweg, July 28, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
S313 and T364 take a break at Newport Workshops, showing off their 'nose profile'.
The face of a locomotive has changed drastically over the years, long have the days gone since it was a 'must' to have a streamlined engine to appear sophisticated to the now boring flat front style.
Sunday 25th October 2015
Northern Gannet / morus bassanus. Bempton Cliffs, East Yorkshire. 25/07/18.
There’s not much room left for manoeuvre now for the well grown chick and parent bird!
I like the view of the adult in this image as it shows the main features of its streamlined anatomy quite nicely.…two pointy ends, (beak/tail) and narrow, pointed wings. With the latter folded back against the body, these birds make dramatic and powerful plunge dives into the sea in their quest for fish to eat.
The northern gannet (Morus bassanus) is a seabird, the largest species of the gannet family, Sulidae. It is native to the coasts of the Atlantic Ocean, breeding in Western Europe and Northeastern North America. The sexes are similar in appearance. The adult northern gannet has a mainly white streamlined body with a long neck, long and slender wings. It is 87–100 cm (34–39 in) long with a 170–180 cm (67–71 in) wingspan. The head and nape have a buff tinge that is more prominent in breeding season, and the wings are edged with dark brown-black feathers. The long pointed bill is blue-grey, contrasting with black bare skin around the mouth and eyes. Juveniles are mostly grey-brown, becoming increasingly white in the five years it takes them to reach maturity.
Nesting takes place in colonies on both sides of the North Atlantic, the largest of which are at Bass Rock (75,000 pairs as of 2014), St. Kilda (60,000 pairs as of 2013) and Ailsa Craig (33,000 pairs as of 2014) in Scotland, Grassholm in Wales, and Bonaventure Island (60,000 pairs in 2009) off the coast of Quebec. Its breeding range has extended northward and eastward, colonies being established on Russia's Kola Peninsula in 1995 and Bear Island, southernmost island of Svalbard, in 2011. Colonies are mostly located on offshore islands with cliffs, from which the birds can more easily launch into the air. The northern gannet undertakes seasonal migrations and hunts for the fish that form the bulk of its diet by high-speed dives into the sea.
The northern gannet was previously hunted for food in parts of its range, and the traditional practice still continues in the Outer Hebrides of Scotland and the Faroe Islands. It faces few natural or man-made threats, and since its population is growing, it is considered to be a least-concern species by the International Union for Conservation of Nature (IUCN). As a conspicuous and common bird, it has been mentioned in several ancient myths and legends.
An adult northern gannet has a 170–180 cm (67–71 in) wingspan, and is 87–100 cm (34–39 in) long and weighs 2.3–3.6 kg (5.1–7.9 lb), making it the largest gannet and the largest seabird native to the western Palearctic. The two sexes are generally of a similar size and appearance. The plumage is white with dark brown to black wing tips; the primary flight feathers, primary coverts and alulae are dark. The head and neck are tinged buff-yellow, becoming much more prominent in the breeding season. Males are more deeply colored than females. The eyes have a light blue to light grey iris surrounded by a thin black ring of bare skin. The beak is long, strong and conical with a slight downcurve at the end and a sharp cutting edge. In adults, the beak is blue-grey with dark grey or black edges. There is a black groove running the length of the mandible that merges into the skin around the eyes. A black band of bare skin also separates the pale feathers of the forehead and throat from the bill, which gives the gannet its distinctive face markings. The four-toed feet are joined by a membrane that can vary in color from dark grey to dark brown. There are colored lines running along the toes that continue along up the legs. These are typically greenish-yellow in males and bluish in females and probably have a role in mating.
Young bird with the front part of its body showing adult plumage.
Juveniles are dark brown.
Fledglings are dark grey to slate-grey with upperparts and wings finely speckled with white. There is a prominent V-shaped white area under the rump. The wing tips and tail are dark brown-black, partly tipped with white. The bill and iris are dark brown. They can weigh more than 4 kg (8.8 lb) by the time they leave the nest at about 10 weeks of age. In the second year, the bird's appearance changes depending on the different phases of moulting: they can have adult plumage at the front and continue to be brown at the rear. Gannets gradually acquire more white in subsequent seasons until they reach maturity after five years.
Northern gannets are slightly larger and thicker-billed than Cape or Australian gannets. The northern gannet has more white in the wings and an all-white tail, the other species having black tips to their tail feathers. Individuals on the west coast of Africa could be confused with vagrant masked boobies, though the latter is smaller overall, lacks the buff tinge to the head, and has a black tail. From a distance, or in poor visibility, albatrosses can be confused with northern gannets, particularly those with immature plumage that have more black on the wings.
Northern gannets have streamlined bodies adapted for plunge-diving at high speed, including powerful neck muscles, and a spongy bone plate at the base of the bill. The nostrils are inside the bill and can be closed to prevent water entry; the eyes are protected by strong nictitating membranes. There are subcutaneous air sacs in the lower body and along the sides. Other air sacs are located between the sternum and the pectoral muscles and between the ribs and the intercostal muscles. These sacs are connected to the lungs and are filled with air when the bird breathes in. The air can be returned to the lungs by muscle contractions.
The feathers are waterproof, which allows the birds to spend long periods in water. A water-impermeable secretion produced by a sebaceous gland covers the feathers and the birds spread it across their body using their beak or head. Individuals have a subcutaneous fat layer, dense down feathers and tightly overlapping feathers that help them withstand low temperatures. A reduced blood flow in the webbing on their feet outside of the breeding season also helps to maintain body temperature when the birds swim.
After the breeding season, adult northern gannets disperse over a wide area although they travel no more than 800 to 1,600 km (500 to 1,000 mi) from the breeding colony. It is not known if all birds from one colony migrate to the same over-wintering area. Many adults migrate to the west of the Mediterranean, passing over the Strait of Gibraltar and flying over land as little as possible. Other birds follow Africa's Atlantic coastline to arrive in the Gulf of Guinea. Immature northern gannets from colonies in Canada fly to the Gulf of Mexico, much further south than the adults. The immature gannets migrate southwards for great distances and have been recorded as far south as Ecuador. In their second year some birds return to the colony they were born in, where they arrive later than the mature birds. They then migrate south again at the end of the breeding season, but travel shorter distances in this second migration. Gannets from Alderney have been tracked since 2015 to gain better knowledge of their movements. One individual was found to have traveled from its colony in Alderney to Scandinavian waters, a round trip of around 2,700 km (1,680 mi).
The wings of the northern gannet are long and narrow and are positioned towards the front of the body, allowing efficient use of air currents when flying. Even in calm weather they can attain velocities of between 55 and 65 km/h (34 and 40 mph) although their flying muscles are relatively small: in other birds flying muscles make up around 20% of total weight, while in northern gannets the flying muscles are less than 13%. Despite their speed, they cannot manoeuvre in flight as well as other seabirds. Northern gannets need to warm up before flying. They also walk with difficulty and this means that they have problems getting airborne from a flat area. They take off from water by facing into the wind and strongly beating their wings. In light winds and high waves they are sometimes unable to take off and they can become beached.
For more information, please visit en.wikipedia.org/wiki/Northern_gannet
The New York Central K-5b Pacific Class 4-6-2 steam locomotive #4915 with Henry Dreyfuss' streamline design. Originally manufactured in 1926 by the American Locomotive Company (ALCO), no. 4915 and her sister no. 4917 were streamlined in 1936 to lead The New York Central’s most luxurious experience on rails.
This project is my first MOC and has taken about a year and a half to complete with many challenges arising in trying to obtain the beautiful "streamline moderne" styling. Perseverance paid off however and through 1/2 steps, 1/3 steps and even 1/6 steps I have ended with a final version that I hope you all will enjoy.
The model is 8-wide, built to 1:48 scale and is designed to fit all standard lego track geometry. The locomotive is powered by two Power Functions M motors.
Directions to the build can be found here:
Pennsylvania Railroad T1 Duplex (4-4-4-4) Steam Engine #5544, one of the Sharks of the Pennsylvania Railroad.
The Pennsylvania Railroad's 52 T1 class duplex-drive 4-4-4-4 steam locomotives, introduced in 1942 (2 prototypes) and 1945-1946 (50 production), were their last steam locomotives built and their most controversial. They were ambitious, technologically sophisticated, powerful, fast, and distinctively streamlined by Raymond Loewy. Sadly, however, the inevitable march of Dieselisation meant that every T1 was out of service by 1952 and the last was scrapped in 1956. None survived.
This model is a near complete rebuild of my original version. While it may not be initially obvious, the locomotive is about 90% different parts, the tender was only slightly adjusted to prepare it for swap over to Power Functions. Changes include: XL drivers, SNOT boiler, added boiler length, new wheel arrangement and articulation, added details and an overall closer eye on matching the prototype.
Streamlined LMS Princess Coronation Class 8P Pacific 4-6-2 No. 6229 "Duchess of Hamilton" standing in the South Yard at the National Railway Museum's 'Railfest' Event at York on 10th June 2012 is passed by the oldest working narrow-gauge locomotive in the UK, Ffestiniog Railway 0-4-0STT No. 4 'Palmerston', hauling a passenger shuttle during the National Railway Museum's 'Railfest' Event at York on 10th June 2012.
I purchased this model today. While there are other makers of a very nice model of this type, they are only partially brass construction. This model is all brass and custom painted. (these are the seller's photos).
Scale: HO
Category: Steam
Type: STREAMLINED
Road: New Haven (NH)
Whyte: 4-6-4
Description: I-5 HUDSON
Importer: NJ Custom Brass (NJCB)
Catalog: ST-203
Builder: KSM
Year(s): 1979
Qty Made: 300
Southern Pacific LIMA GS-3 class Golden State / General Service 4-8-4 oil burning semi-streamlined steam locomotive # 4423, along with its passenger train, has recently arrived at a platform in Los Angeles Union Station, ca early 1940's. A cab crew member (probably a fireman) is still seen in the cab window. To the far right is one of the early Union Pacific diesel electric locomotive (EMC) hauled Streamliners, more than likely a City named train, such as the City of Los Angeles. Check out the multiple bulb headlight in the UP diesel locomotive.
The name of the photographer that captured this image on film is unknown. This photo came from my personal collection of Railroad photos.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
This engine was an unofficial collaboration with one of my childhood hero’s: Andrew Harvey
I have tried my best to capture the essence of this engine, and I feel I’ve done a fairly reasonable job. Andrew’s front design is definitely the best thing about this model. I’m only unsure about the top of the engine as it does look a little square...
I also am still debating whether I add the lining and whether eventually one day I will replace the lining of the tender with stickers.
Enjoy!
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line that serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
Streamlined Sundays: Cars in the Park
WHEN: July 8, 2018 @ 1:00 pm – 4:00 pm
40 classic sports cars from 1967 and earlier will line the Park Blocks outside the Museum for this month’s Streamlined Sunday, a program of The Shape of Speed. Ranging from 1930’s Alfa Romeos to competition Ferraris from the 1960s, Cars in the Park is the kickoff for Keith Martin’s Sports Car Market 30th Anniversary Tour.
That rather compact cruise ship was called "Clio" and it was moored at the "South Pier" at Stromness Harbour.. I took the photo from a position on the "North Pier".
The avant-garde, streamlined design of the Tatra 87 looks rather like a fish, not least because of the large rear fin.
The three headlights are also typical of the Tatra design. The low drag coefficient (Cd) of 0.36 enabled the car with its air-cooled 3.0-litre V8 engine to attain a speed of 150 km/h. However, at that speed driving the car became dangerous – the heavy rear engine made it hard to handle.
The Austrian engineer Hans Ledwinka joined the Czech company Tatra in 1921 as technical director. He invented the ‘backbone chassis’ and was a pioneer in the area of aerodynamic design. The design of this particular Tatra dates back to the pre-war years. Ledwinka was a close colleague of Ferdinand Porsche, but when the Volkswagen Beetle was introduced, Tatra claimed that Porsche had copied their design. The court case was interrupted by the war, but Volkswagen later admitted Tatra’s influence.
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
August 2012
Connecticut Company Hartford Division Brill Double Truck Suburban street car # 1936, built in 1919, is signed for Windsor, Connecticut, ca winter late 1930's. Check out the Art Deco streamlined Lincoln Laundry delivery truck seen near the front of the street car. The street car has a Salvation Army sign mounted my the front entrance door.
The name of the photographer that captured this image is unknown and it came from a photo that was on the Internet. This photo has been cropped and modified from the original to improve its appearance.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
Original-Werkfoto der Stromlinienlok 03 1020 der Deutschen Reichsbahn unmittelbar nach der Fertigstellung bei Borsig
Kitchener, Ontario is a stop between Toronto and Stratford for train number 11, here headed on a September 1956 early evening by CNR Northern 6404. Station's brick tower at extreme left, removed early 1960's. "The Station Hotel" at right, a fixture well into the 80s to my recall.
Red Border Kodachrome. No photographer cited.
Original Werkfoto der geradezu unwirklich glänzenden Stromlinienlok 03 193 der Deutschen Reichsbahn unmittelbar nach der Fertigstellung bei Borsig
New Haven Railroad display of The Rexall Train with New York Central streamlined ALCO L-2c class Mohawk 4-8-2 steam locomotive seen at Union Station in New Haven, Connecticut, 8-25-1936. People on the adjoining platform are out and about viewing and inspecting the display train. The New York Central number for this steam locomotive was 2873. The total length of the train is twelve Pullman built cars.
This photo came from my New Haven Railroad photo collection, and the photographers name is unknown. Any credit for this photo must be provided to the original photographer.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
The Shape of Speed
Streamlined Automobiles and Motorcycles, 1930–1942
JUN 16 – SEP 16, 2018
Portland Art Museum
The Portland Art Museum is pleased to announce The Shape of Speed: Streamlined Automobiles and Motorcycles, 1930–1942, a special exhibition debuting at the Museum in Summer 2018. Featuring 19 rare streamlined automobiles and motorcycles, The Shape of Speed opens June 16 and will be on view through September 16, 2018.
The concept of streamlining has fascinated people for generations. Beginning in the 1930s and extending until the outbreak of the World War II, automotive designers embraced the challenge of styling and building truly streamlined cars that were fast and fuel-efficient. They were encouraged by the confluence of aircraft design with the sleek shapes of fast railroad locomotives; new advanced highways such as the Autobahns; and events like the 1939 New York City World’s Fair, which showcased futuristic design.
The Shape of Speed presents a select group of rare automobiles and motorcycles that demonstrate how auto designers translated the concept of aerodynamic efficiency into exciting machines that in many cases, looked as though they were moving while at rest.
The Museum will display 17 cars and two motorcycles—the best of that era’s streamlined offerings—from Europe and the United States. Engineering drawings and period photographs will show some of the aircraft, railroad, ship and yacht designs that influenced the automakers.
Featured designers and engineers include European streamlining pioneer Paul Jaray, along with Richard Buckminster Fuller, Norman Bel Geddes, Raymond Loewy, Harley J. Earl, Hermann Ahrens, Georges Paulin, Joseph Figoni, Dr. Wunibald Kamm, Otto Kuhler, Jean Bugatti, Hans Ledwinka, Gordon Buehrig, and others.
During the mid-1930s several of the UK's 'Big Four' railways experimented with and introduced both streamlined steam locomotives and train sets along with premium services operated by these trains. Although one drive of streamlining was with regard to speed of equal opportunity was the publicity value of such trains.
They allowed the LNER and the rival west coast LMSR to promote the railway as modern and at the front of technology. It's equally fair to say that in the cash-strapped era the railway's branch line and secondary stock and services were not quite so well treated to investment as their main line counterparts!
In the case of the LNER following the introduction of the "Silver Jubilee" in 1935 and "The Coronation" in 1937 the company decided that the important London - West Yorkshire route, connecting Kings Cross to the major cities of Leeds and Bradford, should also get the 'streamline' treatment.
For the service, that started on Monday 27 September 1937 the company constructed new train sets, similar to those for the Silver Jubilee, that comprised four twin articulated coaches with two kitchen cars and the trains were intended to be hauled by the LNER's A4 class locomotives. The train ran until the outbreak of war when it was suspended, the train sets placed into storage and not reinstituted until BR days in 1949.
The advertising and publicity was, as for the Silver Jubilee and Coronation, designed to be of equal 'opulance', appealling to the First Class market the LNER wanted to capture although Third Class was also included. A supplemntary fare, of 4/- in First and 2/6 in Third, was charged. The service was timed smartly, with a northbound 'down' service leaving Kings Cross at 1910 and arriving into Leeds at 2153, before reaching Bradford Exchange at 2215 - a quoted average speed of 68.4 mph.
The booklet, printed at the Baynard Press, is in the same style as the Silver Jubilee and Coronation but lacks a designer's name.
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning
In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.
Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Transferred from the United States Air Force.
Manufacturer:
Date:
1943
Country of Origin:
United States of America
Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)
Materials:
All-metal
Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.
Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.
Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year's Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.
The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane's tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning's nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.
Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.
Lockheed's efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company's Nashville plant completed only 113 examples of this Lightning model before war's end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.
To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot's left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.
The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.
Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here's what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.
Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).
On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.
In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).
On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.
Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.
• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.
• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.
• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.
• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).
• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.
Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.
During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.
In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning's excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world's long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the 'race of aces.' By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America's highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.
Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum's P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.
Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.
In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey's involvement remain an intriguing question.
One of Brownstein's most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America's highest scoring ace made this flight in the NASM P-38 Lightning.
Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact's left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.
Wright Field's Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.
Airplane Flight Reports for this Lightning also describe the following activities and movements:
6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.
On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.
• • •
Quoting from Wikipedia | Lockheed P-38 Lightning:
The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.
The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America's top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.
Variants: Lightning in maturity: P-38J
The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.
The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier's four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed's modification center near Belfast, LeVier captured the pilots' full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.
The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning's rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.
Noted P-38 pilots
Richard Bong and Thomas McGuire
The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.
McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America's ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.
Charles Lindbergh
The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel's commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada's apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia's" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh's wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh's. The unofficial kill was not entered in the 475th's war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.
Charles MacDonald
The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.
Robin Olds
Main article: Robin Olds
Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.
Clay Tice
A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.
Antoine de Saint-Exupéry
Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry's F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.
Adrian Warburton
The RAF's legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Date:
1945
Country of Origin:
United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
New Haven Railroad GE EP-4 streamlined motor leads a heavyweight passenger train around a curve with arched catenary in this portion of the electrified zone, ca late 1930's, early 1940's. A small freight station along a siding appears to be on the right with a boxcar on the track.
This photo came from the Internet and the photographers name was not provided. Any credit for this photo must be provided to the original photographer..
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
Bellybomber? Belly tanker? Belly anything?
Body from abandoned aircraft on four wheels with mad engine?
I bought this little engine on Ebay this evening. (seller's photos) I really like the running characteristics of the Broadway Limited "Hybrid" models, so for the price I couldn't pass it up.
The BLI imported models are brass and die cast construction, the boiler and tender structures are fabricated sheet brass, while the frame of, both, the engine and tender is die cast metal. They come factory painted and equipped with a can motor with flywheel drive, sound, smoke and complete lighting and run on DC and DCC systems. They are excellent models for the cost.
Scale: HO
Category: Steam
Type: STREAMLINED
Road: New York Central (NYC)
Whyte: 4-6-4
Description: DREYFUSS HUDSON J-3A
Importer: BLI (Hybrid Series)
Catalog: 1146
Year(s): 2014
The weekly Railway Age magazine from the 1930s was filled with all kinds of wonderful graphics of the early streamliner era- this one by ALCO advertising "ALCO Quality Forgings" used in the new streamlined steam locomotives for the New York Central, from the 4-2-38 edition. This is the right hand page from a two-page spread,
New Haven Railroad EP-2 class motor 305 along with a streamlined motor and a steam boiler trailer in the 0500 series is seen at the motor storage and service area in the yard at Oak Point, NY, ca 1946. It appears that someone wiped down the numbers and railroad name on the EP-2 motor so they could be seen.
This photo came from my New Haven Railroad photo collection and the photographers name was not provided. Any credit for this photo must be provided to the original photographer.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
New Haven Railroad FM C-Liners, DER-4 class locomotives & other locomotives are seen at the east end of the New Haven Union Station Yard, New Haven, Connecticut, mid 1950's. In the right side background you can see an ALCO DL-109 along with what appears to be a streamlined motor and also a box cab motor.
The name of the photographer that captured this image on film is unknown. This low resolution photo was for sale on eBay.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
Streamlined version's challenge page: ideas.lego.com/s/ca:c3839db98c4f41e9965931549161df4d
This is the original version of a LEGO vignette I created for an Ideas competition called "Exploring the Cosmos". The premise of the building challenge is to make futuristic space vehicles or bases with using 150-250 pieces total. I built this project, shot the photo, and then afterwards realized I went well over the 250 part limit. I ended up streamlining the project significantly by removing some of the detail of the ship, removing the three small meteors surrounding the ship, and reduced the size of the exploding meteor. This brought the total count to 250 pieces exactly. Next I retook the streamlined version's photos and submitted it to the competition. Hence the version seen in the challenge page looks a bit different than the image seen here.
The original working name of the project was the "Asteroid Authority", clearly inspired by the classic Atari game Asteroids. Whether I win the contest or not, I at least deserve some credit for the awesome name "Meteor Watchdog!"
The exuberant streamlined style of the pioneering 1934 Great Western diesel railcar No.4 contrasts with the Edwardian elegance of the South Eastern & Chatham Railway 4-4-0 No.737 alongside. Both can be viewed in the Main Hall of the National Railway Museum at York.
The Barbizon Hotel (now the Barbizon Beach Club) is a historic Art Deco landmark located at 530 Ocean Drive in South Beach, Miami. Built in 1937, it stands as a prime example of the architectural style that defines the Miami Beach Architectural District.
Key Historical Facts
Architectural Design: The building was designed by architects Coulton Skinner and John Skinner (some sources also credit Henry Hohauser). It features classic Art Deco elements, including a symmetrical facade, tropical motifs, and a streamlined silhouette.
Aerodynamic Forms: The building features smooth, curved edges and horizontal emphasis, mimicking the look of modern ocean liners and locomotives.
Geometric Symmetry: A balanced facade that uses bold, clean lines and stepped rooflines.
Nautical Details: Decorative touches such as porthole windows and "eyebrow" window ledges (horizontal concrete shades) that provide both aesthetic flair and sun protection.
Tropical Motif: The design incorporates a "tropical Art Deco" setting, often utilizing pastel colors and materials like glass block and terrazzo.
Original Purpose: It opened as the Barbizon Apartment Hotel, offering "modernistic" appointments, a spacious lobby, a tropical landscaped patio, and a rooftop solarium.
Naming Inspiration: Like several other Miami Beach hotels of that era, it was likely named after the famous Barbizon Hotel for Women in New York City to attract sophisticated travelers from the north.
Military Use: During World War II, the Barbizon, along with hundreds of other South Beach hotels, was repurposed by the U.S. Army Air Corps to house soldiers undergoing training in Miami Beach.
Preservation: In 1979, the hotel became part of the National Register of Historic Places as a contributing property to the Art Deco Historic District.
Modern Status
Today, the building has been converted into the Barbizon Beach Club, a residential condominium complex.
Function: It primarily operates as privately owned condos, many of which are used for short-term vacation rentals.
Location: It remains a fixture of the "South of Fifth" (SoFi) neighborhood, situated directly across from Lummus Park and the Atlantic Ocean.
Amenities: While it no longer operates as a traditional full-service hotel, it features a ground-floor restaurant and bar known for its lively South Beach atmosphere.
Credit for the data above is given to the following websites:
www.google.com/search?q=what+is+the+architectural+style+o...
apps.miamidadepa.gov/PropertySearch/#/?address=240%20KROM...
www.google.com/search?q=how+many+floors+does+the+barbizon...
www.google.com/search?q=history+of+the+barbizon+hotel+sou...
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Sir Nigel Gresleys A4 pacific streamlined class locomotives were first used on the world's longest, for the time, non-stop London to Scotland journey. The train was named 'The Silver Jubilee' and thus required matching named engines such as this 'Silverlink'. Resplendent in polished aluminium and grey/blue with black livery and a matching rake of coaches these trains took Britains public by storm in the 30s, however they weren't the first as the LMS Royal Scot took that acalade by 3 days.
My MOC is based on a 7 wide design with working connecting rods and piston gear. I've used SNOT and a reversed building technique around the front area but have cheated with use of custom made parts for the chimney. The wheels are by BigBenbricks and have been painted using Posca paint pens to match the livery. All markings are hand painted on. Hope you enjoy the visuals ;-)
Preserved London, Midland & Scottish Railway streamlined 'Coronation' class 4-6-2 steam locomotive 6229 'Duchess of Hamilton' is pictured on display in the Great Hall at the National Railway Museum, York.
This locomotive was renumbered 46229 by British Railways when the railways were Nationalised in 1947.
Still wearing its streamlined wheel spats, London Transport C3 Class trolleybus 291 pictured at the junction of Craven Park Road and Fortune Gate Road, North London in March 1958. The driver's out of the cab and the conductor has just re-pole the bus onto the overhead lines; the bus having stopped just clear of the section-breaker in the overhead; a dead spot in the lines between two 'live' sections. Approximately, each half mile of overhead line was isolated from the next half mile. This was done in case there was an incident that electrically isolated a section, leaving the other sections live.
291 is operating the 660 service from North Finchley to Hammersmith via Golders Green, Childs Hill, Cricklewood, Willesden Green, Craven Park Junction, Harlesden, Acton Vale and Ravenscourt Park. It's interesting to note that the vintage looking 'Booth's Gin' advertisement would have been hand-painted on to the bus by a signwriter, a common practise in those days and a far cry from today's world of flashy, virtual-world, all-over advertising.
New in October 1936, the AEC 664T trolleybus was withdrawn from service 23 years later in August 1959 and sold to George Cohen, a scrap merchant in the same month. The London trolleybus system, once the largest in the world, closed on the evening of 8th May 1962.
The modern day scene: maps.google.co.uk/maps?q=craven+park+london&oe=UTF-8&...
New Haven Union Station, with a New Haven DERS-3 Fairbanks Morse H16-44 # 593, moving a heavyweight coach along a platform track, 1968. The station building is seen in the left side background along with some post war streamlined Pullman Osgood-Bradley built stainless steel lightweight cars wearing the McGinnis paint scheme. Deep in the background and through the steam is located one of the Turbotrain sets. The lighting of this scene was made possible with the late afternoon sun coming from the West. This photo came from my slide collection, however, the photographer's name is not known.
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The New York Central K-5b Pacific Class 4-6-2 steam locomotive #4915 with Henry Dreyfuss' streamline design. Originally manufactured in 1926 by the American Locomotive Company (ALCO), no. 4915 and her sister no. 4917 were streamlined in 1936 to lead The New York Central’s most luxurious experience on rails.
This project is my first MOC and has taken about a year and a half to complete with many challenges arising in trying to obtain the beautiful "streamline moderne" styling. Perseverance paid off however and through 1/2 steps, 1/3 steps and even 1/6 steps I have ended with a final version that I hope you all will enjoy.
The model is 8-wide, built to 1:48 scale and is designed to fit all standard lego track geometry. The locomotive is powered by two Power Functions M motors.
Directions to the build can be found here:
The Canada Science and Technology Museum has a compact but impressive display of Canadian steam engines in their main building (with more in storage). Probably the most impressive is CN 6400, one of 5 streamlined engines the Montreal Locomotive Works (GTW also had similarly streamlined engines built by Lima).
In the early 1930s the concept of fast and economical built streamlined cars became very popular. Not only in the US but mainly in Germany and Middle-European countries avant-garde ideas were put into practice.
The Tatra T77 was first presented in March 1934. It was the first successfully serial produced rear-engined car according to the streamlined principles.
This pictured T97 was based on the T77. The Tatra T97 was launched together with the T87 in 1936. Main difference among these three models was the air-cooled V8 boxer engine mounted at the T77 and T87, where the T97 had a flat-four engine. Main characteristic at the T97 body was the one-piece windscreen and two headlights at the front whereas the T77 and T87 had a three-piece windscreen (with two small parts at each side) and a third headlamp in the middle.
Production of the T97 had to stop abruptly in 1939 due to the annexation of big parts of Moravia by Nazi-Germany in September 1938.
The T97 was succeeded by the post-war T600 Tatraplan.
The Tatra T77/T87/T97 series was based on the ideas about aerodynamics by designer and engineer Paul Jaray (Hungary, 1889-1974). Technical engineer was Hans Ledwinka (Austria, 1878-1967, also designer and engineer), while the body was designed by engineer and car designer Erich Übelacker (Czech, 1899-1977).
Jaray was an early pioneer in streamlined airplanes and car bodies. Ledwinka invented the so called backbone chassis: a frameless central tubular chassis with swing axles and with independent suspension. He had a preference for rear-mounted air-cooled engines, which were applied in all streamlined Tatras. The revolutionary ideas of these automotive inventors resulted in one of the greatest cars ever, at least to my opinion.
1759 cc 4 cylinder air-cooled boxer rear engine.
1150 kg.
Production Tatra T97: 1936-1939.
This miniature scene was part of a diorama in the Dutch national aircraft museum. This diorama was about the occupation of Schiphol Airport in May 1940 by the German troops.
Seen in Aviation Museum Aviodrome.
See also: www.aviodrome.nl/collectie/
Lelystad, Pelikaanweg, March 9, 2014.
© 2014 Sander Toonen, Amsterdam/Halfweg | All Rights Reserved