View allAll Photos Tagged streamlined
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
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 left hand page from a two-page spread,
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.
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
The streamlined S-Class locomotives are finally finished (unless we modify them further)! I have been helping Teunis with them for the last couple of months. Teunis has built two locos (301 and 302) and I have built a third (303) to go with the non-streamlined S that I built last year.
Here S 302 Edward Henty is posed next to unstreamlined S 300.
The non-streamlined loco can run through standard Lego curves. The streamlined loco has a minimum of R120 thanks to the streamlining around the front truck.
Four S Class locomotives express passenger locomotives were built by the Victorian Railways, entering service in 1928. With the introduction of the new Spirit of Progress service in 1937 (providing the Victorian leg of the Melbourne to Sydney express), the locomotives were streamlined and received a new blue and gold livery and larger tenders for the express run from Melbourne to Albury on the New South Wales border.
Corner building that used to house a car dealership on South Tacoma Way (Highway 99) in Tacoma, Washington
Print version: society6.com/VoronaPhotography/Streamlined-corner_Print
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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:
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 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
Ocean Drive is known mostly for its Art Deco hotels and restaurants/bars, many of which have been prominently featured in numerous movies and media. Among the most popular is the 1935 Colony Hotel, known as the most photographed art deco hotel. Renovated as a boutique hotel, it has been featured in cameos in scores of movies and TV shows, including the series, Dexter.
The Colony Hotel in Miami Beach, located at 736 Ocean Drive, is a historic and iconic example of the city's Art Deco architecture, built in 1935 and designed by renowned architect Henry Hohauser.
Architectural and Design Significance
Art Deco Style: The hotel is considered one of the first "streamlined" buildings on Ocean Drive and a quintessential example of the tropical Art Deco style that revitalized Miami Beach after the 1926 hurricane.
Architectural Features: The three-story building features a symmetrical facade, bold geometric elements like the inverted "T" bearing the hotel's name, horizontal "eyebrow" overhangs above the windows for shade, and an iconic blue neon sign that illuminates the street at night.
Modern Amenities: When it opened, it was designed to be modern, offering then-forward-thinking amenities such as a private bathroom, telephone, and radio in every room, which was unusual for middle-class tourist hotels at the time.
Original Design: The architectural plans from 1935 included a fireproof basement with recreation areas and changing facilities, unusual for Miami Beach at the time.
Current Use: Today, guests mention dining at Montana's in the basement, describing it as a cool spot for brunch with an outdoor vibe.
So, while it's an older feature, the basement is still a part of the hotel's offerings.
Credit for the data above is given to the following websites:
apps.miamidadepa.gov/PropertySearch/#/?
address=736%20ocean%20drive
www.colonymiami.com/?utm_medium=cpc&utm_source=google...
www.google.com/search?q=history+of+the+colony+hotel+miami...
www.google.com/search?q=does++the+colony+hotel+on+miami+b...
© All Rights Reserved - you may not use this image in any form without my prior permission.
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
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.
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.
The Bendix SWC is a one-of-a-kind, hand built prototype concept car built in 1934. It is a four-door, five-passenger sedan that was designed by Alfred Ney of the Bendix Corporation in South Bend, Indiana. Although considered a proof-of-concept vehicle rather than a true prototype for future production, the Bendix SWC is regarded as ahead of its time because of its innovative features, incorporating front wheel-drive, four-wheel hydraulic brakes with open drums for better cooling, and four-wheel independent suspension that used A-arms mounted in rubber blocks in place of conventional springs. The styling was similar to other examples of automotive streamlining such as the contemporary DeSoto Airflow and Chrysler Airflow.
To show the capabilities of the Bendix Corporation. the new car would incorporate many of the Bendix products such as the famed Bendix Startex system, Scintilla magnetos, Stromberg carburetors, Pioneer instruments and Bragg-Kliesrath vacuum brake boosters. With General Motors, however, as a shareholder in the company and U.S. automakers his main clientele, Bendix feared that his car would be seen as competition to his biggest clients. The top-secret program was set up with a "dummy" company designation, the "Steel Wheel Corporation". The SWC designation on the project was intended to further disguise the true intentions of the project.
With the work carried out in secret, Bendix directed a young engineer, Alfred M. Ney, to design a car based on a unit-body platform with front drive. When the preliminary blueprints were finished, a small team of designers and mechanics were enlisted to flesh out the design. William F. Ortwig, who had done work for Fisher Body coachbuilders, created a streamlined body design.
After two and a half years of work at the Bendix Automotive Development Center, Benton Harbor, Michigan, at a cost of $84,000, the car was completed, and ready to enter proving trials.
In November 1934, despite not having solved the weight problem which the designer feared would make his suspension unable to cope, Bendix and Kliesrath decided to send the SWC on a European tour of automobile manufacturers. After demonstrations in England for Alvis and Bentley Motors Limited, the car was shipped to France, where the SWC was demonstrated at Citroën, Peugeot, Renault and Bugatti.[8] The trip was cut short in Genoa, Italy when a constant-velocity joint broke. Due to the strain of the heavy body and frame, the universal joints had a limited ability to cope with the engine's torque at full left or full right lock, resulting in drivers having to fight the wheel in turns. The heavy SWC also wore out the rubber blocks. The damaged SWC was shipped by rail to Le Havre, France, and loaded on the German liner, SS Bremen, for return to the United States.
While Bendix and Kliesrath were in Europe, General Motors, worried by the company's plunging stock value and the flamboyant lifestyle by its free-spending CEO, decided to exercise its 25% share in Bendix and force him out. The move also meant an end to the SWC project. The car was not scrapped but ended up in a shed on the South Bend Bendix Proving Grounds, where it remained in storage for over 30 years until discovered in 1967 by Gene Wadzinski, a Bendix supervisor. After completing, on his own time, a cosmetic overhaul and getting the car running, the Bendix SWC was tested in 1971, but it still exhibited its difficult driving behavior.
The Bendix SWC in now the property of the National Studebaker Museum in Elkhart, Indian. I took this photo of the car during a visit to the museum in 2012.
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!
42101 heads west with a special passenger train. Originally this train was to be hauled by a 32 class steam engine, but diesel 42101 was substituted because of the bush fires nearby.
The noise of superheated steam was replaced by the lusty chant of an EMD diesel. Bulldogs rule!
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.
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.
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 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!"
In May 2014, the North Carolina Transportation Museum hosted a Streamliners Festival where E units and F units (ad streamliners from other builders) all congreated at the museum in Spencer.
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.
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
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.
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.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 is seen along side coal gondolas as it is being prepared for Railfan Excursion Train duties at Chattanooga, Tennessee, October 1989. The coal in the gondolas will be loaded into the tender using a bucket crane. The train will depart on its trip to Oneida, Tennessee and then it will return the same day.
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.
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
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.
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.
Bellybomber? Belly tanker? Belly anything?
Body from abandoned aircraft on four wheels with mad engine?
One of my favorite streamliners, a New York Central streamlined Hudson. Locomotive 5450 at an unknown location. The following info comes from Richard Leonard's Steam Locomotive page www.railarchive.net/rlsteam/nyc.htm
Design of the New York Central's Hudsons reached its epitome in the J-3a class, Nos. 5405-5454, delivered by Alco in 1937-38. The final group of ten were streamlined for the Twentieth Century Limited. Henry Dreyfuss's famous styling for the Century, featuring a finned bullet nose resembling an ancient warrior's helmet, has been hailed as an icon of art deco industrial design.
Purchased B&W print, photographer unknown
Original-Werkfoto der Stromlinienlok 03 1020 der Deutschen Reichsbahn unmittelbar nach der Fertigstellung bei Borsig
Westbound auto rack train Q294 approaches the station at Harpers Ferry just before sunset on a late Spring afternoon in West Virginia.
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.
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".
Seen here at Pennant Hills NSW
"Physical Description
EXTERNAL
Locomotive 4490 is a Co-Co diesel-electric of car-body design with a full-width cab and streamlined nose. The locomotive is built around a rigid plate frame with the sides of the locomotive body being fabricated with framework and plating. A full width cab is fitted at the No. 1 end, behind a streamlined yet blunt nose. A transition coupling is fitted along with a buffing plate below the front end, which displays a twin-beam headlamp and two illuminated road number boxes, marker lamps and a cluster of multi-chime air horns. A cab is provided at the No.2 end of the locomotive, the cab being flat in profile with a gangway door with a headlamp and marker lights. The locomotive is painted overall Indian red, with yellow stripes, lined in red and black bogies. Reflective markings have been added. Staff exchanger boxes have been plated over for an unknown reason.
MECHANICAL
It is powered by a single 12 cylinder, turbo-charged, 4 cycle, ‘V’ formation, trunk piston, compression ignition oil engine, supplied by the American Locomotive Company (ALCo). The prime mover drives an 1800hp General Electric (GE) generator, coupled by switchgear to six traction motors. The locomotive is fitted with 3PE 6-wheel Goodwin-Alco World Bogies with a central electric motor on each axle.
Historical Notes
Locomotive 4490 is one of 100 locomotives that made up the 44 Class, and was ordered by the New South Wales Government Railways (NSWGR) in December 1964, part of the last batch of 40 units, the first small batch of ten being ordered in March 1957. The order was placed with A.E.Goodwin of St Marys, Locomotive 4490 being completed and formerly handed over in July 1967. Based upon ALCo’s 1800hp ‘World Model’ (DL500B), the class represented a standardisation of design for mainline diesel-electric power. The class was immediately utilised on a number of express passenger workings, including the Melbourne Limited, Inter-Capital Daylight and Brisbane Expresses. They were also used on the Southern Aurora and later the Indian Pacific following its inauguration in 1970. Fast freight workings were another duty for the class. Their lengthy service life was characterised by trouble-free running, popularity with crews, unprecedented working intensity and increasing orders. As newer diesels were delivered, withdrawals commenced in the late 1980s until all remaining units including 4490 were stopped in July 1994.
Locomotive 4490 was subsequently transferred to the New South Wales Rail Transport Museum where it was repainted to its original livery for use as part of their charter fleet. The livery has since been modified to a version of the original 4401 livery."
Info source, and more, here:
www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDe...
Specially painted and liveried for the event, Southern Shorthaul Railroad's B61 took pride of place at the Streamliners 2016 event.
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
In 2000 the NSWRTM ran a special from New South Wales throughout Victoria and to Portland and Dimboola. The locos for the trip were 3801,3830 as well as 4201,44211. After coming from Portland the special is seen passing through Stawell enroute to Dimboola with 3801,3830 upfront passing Great Northern's GM27,GM22 stabled in the goods loop on a ballast train on 25-4-2000
Publicity image for the new Superior 500 which replaced the Superior 400 model. The Superior 500 had a more streamlined body developed under the principles of Paul Jaráy (Vienna, 1889-1974) and the technical supervision of Josef Ganz (Budapest, 1898-1967).
At the end of 1933, a small delivery van variant was also introduced until 1938. After that year, Standard founder Wilhelm Gutbrod (near Stuttgart, 1890-1948) sold the small van under his own name as Gutbrod Merkur HV 504. The body was very similar to that of the Simca 5 Fourgonnette.
Note the use of tubular chrome seats. It was a new invention in the early 1920s.
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz. After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle (2019), by Suzanne Raes: www.youtube.com/watch?v=cNuS4GwU7CU
494 cc 2 cylinder 2-stroke rear engine.
490 kg.
Production Standard Superior 500: Nov. 1933-May 1935.
Image source: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
Location: Frankfurt.
Date: prob. Nov. 1933.
Original photographer/artist, place and exact date unknown.
Halfweg, Febr. 11, 2023.
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