View allAll Photos Tagged streamlined
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.
© 2009/2023 Schilperoord/Sander Toonen, Halfweg | All Rights Reserved
A Vintage CN trio of power along with a streamlined consist pulls into the 1899 Wabash Depot in Monticello
Monticello Railway Museum - Monticello, IL
LEGO recreation of Architect Arthur Erickson's Eppich House 2 in West Vancouver B.C.
This model was created for my 2023 Bricktacular West Coast Modern Show that was hosted by the West Vancouver Art Museum.
The Eppich House 2 was built for Hugo and Brigitte Eppich in the late 1980's. It's unique appearance is due to the steel beams that the Eppich's Ebco Industries fabricated for Arthur's original design.
The LEGO model has two removable floor sections to reveal the 1st and 2nd floors. The design relies on the LEGO arch 1x6x3 1/3 Curved Top to achieve the streamlined shaping of the home.
This model is now in possession of the home owners.
Photography is by Blaine Campbell. blainecampbell.com
You can find out more information on this model at my website: paulhetheringtonartist.com
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
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 ;-)
New Haven Railroad GE EP-4 streamlined motor 0364 is seen with its passenger train while it is stopped on a platform track at Union Station in New Haven, Connecticut, 5-5-1940. You can see the engineer in his cab window.
This photo came from my personal collection of railroad photos. The photographer's name is unknown, however; all credit for the photo must be provided to him.
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 led Railfan Excursion Train has a passenger enjoying the view in a coach dutch door window while traveling in Tennessee, October 1989. You can see the steam locomotive numerous cars ahead rounding a curve. The train is operating northbound on the former Southern Railway main line between Chattanooga and Oneida, Tennessee.
The Tatra 87 was built from 1936 until 1950. The car has a 3.0 litre air-cooled V8 engine in the rear. Tatra was a pioneer in the production of streamlined cars.
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).
Vacuum Oil truck, Sydney, 1937, by Baden Herbertson Mullaney, from film negative, presented by ACP Magazines Ltd, 2008, ON 388/Box 063/item 300.
This streamlined vehicle was designed to improve fuel efficiency and was introduced by the Vacuum Oil Company in 1937. The futuristic Australian body design was built on top of an REO Speedwagon chassis by Martin and King, Melbourne-based motor body builders. The photographer Baden Mullaney worked for many years as a photojournalist at the Sun newspaper, mainly covering sports events.
Being too young to have properly witnessed steam, and having grown up in the BR Blue era, I have always found diesel and electric traction more interesting than its noble predecessors. But, how could I fail to be impressed by the sleek lines of this LMS Coronation Class pacific?
Appearing in 1937, the "Coronations" were the most powerful passenger steam locomotives built for the LMS, equivalent to 'Deltics' in diesel terms. This loco and the modern stock she hauled must have represented the absolute pinnacle of top-flight rail travel in the late nineteen-thirties, a last fanfare of optimism and glamour before Europe descended into the abyss.
Duchess of Hamilton was saved from the scrapyard on her withdrawal in 1964 by Billy Butlin, who installed her as a static exhibit in his holiday camp at Minehead, Somerset. The streamlined casing seen here is a modern replica, having been fitted at Tyseley locomotive works in 2009. The original casing was removed circa 1946.
The National Railway Museum, York, Sunday 25th September 2016.
A found photo that is, I am sure, an 'official' London Transport image and shows, I suspect, the then Green Line Coaches offices and garage at Dorking in Surrey but I am open to corrections! The site at Dorking was opened in 1932, the year before the Underground Group controlled bus and coach operations of Country Bus Services and Green Line Coaches became, along with the rest of the Group, part of the new London Passenger Transport Board, best recalled as London Transport.
The Board is internationally known for its Underground architecture of the period; the new and reconstructed bus garages, both Central and Country Areas, to help modernise and support growing road services are less well know. In addition they have no been recognised for their own architectural importance and few, if any, of merit were heritage 'protected' and almost all have now been demolished. Whereas Adams, Holden & Pearson are connected with the Underground the equally influential partnership of Wallis, Gilbert & Partners were to undertake much work for LT. This is not, I'm sure, by them but it can be seen as a prototype of the streamlined 'thirties style that was adopted for many LT bus garages with extensive use of carefully chosen and bonded brick. This was a move away from a more 'monumental' style of semi-Georgian brick facades with stone or reconstitued stone details that the LGOC and its associated bus companies, such as Green Line, had largely adopted in the 1920s.
To the side can be seen a glimpse of what looks to be very much like a Green Line AEC coach of some type with side mounted running boards.
The garage and offices closed in 1990, twenty years after Green Line and Country Area operations passed to the new National Bus Company, and have been demolished replaced, I think, by housing at the corner of Horsham Road and South Street.
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&...
Baltimore & Ohio's class P-7 Pacifics were known as "The Presidents." Delivered by Baldwin Locomotive Works in 1927, they originally bore the names of the first 21 Presidents of the United States (the two Adamses sharing one locomotive). In the late 1930s, 5304 PRESIDENT MONROE, was streamlined for service on the B&O Royal Blue train between Washington and New York. The bulletnosed streamlining by famed designer Otto Kuhler became the model for a popular American Flyer toy train
In 1946 B&O streamlined 5301-5304 for service on the Cincinnatian between Washington and Cincinnati; the train was shifted to a Detroit-Cincinnati run in 1950. As rebuilt, 5304 was reclassified P-7d. The locomotive weight was 316,000 pounds. 5304 was displayed at the Chicago Railroad Fair in 1948. The streamlining was later removed and No. 5304's designation reverted to P-7
Norfolk Southern operated N&W J-class 4-8-4 streamlined steam locomotive # 611 has its Railfan Excursion Train Train in a double ended siding while an autorack freight train with a Bay Window Caboose passes by on the main line track in Tennessee, Oct. 1989. At this time a caboose was still included in the NS trains. As the excursion train proceeded on its trip in most situations it was sent to a double ended siding (aka: the hole) to let the manifest high priority trains pass by. This scene was captured in the morning on the northbound trip to Oneida, Tennessee, where food and items would be available for sale. This main line was ex Southern Railway property.
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.
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.
Almost the ultimate in ephemera - a fine collection (from that of C R Gordon Stuart) of mostly "Edmondson" style railway tickets issued by the Great Western Railway, a long-lived line that survived until nationalisation in 1948. It shows the massive variety of card tickets required for numerous services above and beyond the standard single and return! The text makes especial note of the supplementary ticket for the 'streamlined rail car' services - the GWR's precursors of the High Speed Train! There are some fascinating items here - the style of ticket, the locations (many of which have now gone due to closures) and all together they make a great montage.
Some real oddities include a pauper's ticket and a shipwrecked sailors one. Two of interest to me show the GWR's involvement in the operation of the London Underground. An early 1863 ticket from Bishop's Rd to King's Cross on the first section of the Metropolitan Railway - and a 1920s one for the Central line extension to Ealing Broadway that, like much of the western extensions of that line, were constructed by the GWR on behalf of the Underground.
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.
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:
Three model cars from the modern looking streamlined Peugeot 202 series. They are on display in classic car museum Visscher Classique, Buren.
The 202 was the smallest Peugeot in the second half of the 1930s. It was officially presented in March 1938. It shared more or less the body style of the streamlined 302. The 202 was distinguishable by just one horizontal ventilation opening at the side of the bonnet, and the one-piece windscreen.
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 02-series was developed by the Département Études Carrosseries, under supervision of Henri Thomas.
The Peugeot 02-series was also called Fuseau-Sochaux.
1133 cc L4 petrol engine.
Performance: 30 bhp.
C. 790 kg.
Production Peugeot 202: Jan. 1938-1942/1945-1949.
Seen in car museum Visscher Classique. It's a new car museum originated from a large car collection of director Henk Visscher, mixed with a lot of passion and ambition.
The collection focuses on the French brands that fall under the Stellantis group (formerly PSA).
More info: visscherclassique.nl/museum/
Buren, Visscher Classique Car Museum, Schuilheuvelstraat, Aug. 5, 2023.
© 2023 Sander Toonen Halfweg | All Rights Reserved
Another great Czech streamlined design was the fabulous T600 fastback saloon.
It was based on the revolutionary design of the 1933-1938 T77/T77a and its derivatives by Hans Ledwinka.
To my opinion the T600 is one of the most beautiful but rather underestimated car-designs.
The design team consisted of Josef Chalupa,
Vladimír Popelář, František Kardaus and Hans Ledwinka.
1952 cc 4 cylinder air-cooled boxer engine.
1180 kg.
Production period 1947-1952.
This car was for sale in Ostrava (CZ) since April 11, 2017. The price was on demand.
Found on rajveteranu.cz (April 12, 2017).
Original photographer, place and date unknown.
© 2017-18 Rajveteranu/Sander Toonen Amsterdam | All Rights Reserved
Norfolk Southern operated Norfolk & Western Railway streamlined J-class steam locomotive # 611 led Railfan Excursion Train view of an oncoming EMD GP38-2 diesel locomotive # 5178 with a freight train on a truss bridge in Tennessee, October 1989. A crewman is standing on the front high nose platform of the GP38-2 locomotive. An observer is seen to the right at this location, just as at most locations railfans or local observers were out and about. The Railfan Excursion Train was part of the Tennessee Valley Railroad Museum excursion program. The train operated between Chattanooga and Oneida, Tennessee with a return trip the same day. You can observe the GP38-2 locomotive reflecting off of the coach side.
Bae-Aérospatiale Concorde: 21st January 1976 - November 26th 2003
Yep, I'm on another one of my Concorde bouts again, but I don't consider that a bad thing if I'm honest because I've never known anyone who really doesn't like this aircraft. The thing about Concorde is the fact that it was, and still is, probably one of the most beautiful and sophisticated creations mankind has ever made, up there with the likes of the Saturn V Rocket. With smooth crisp lines and a long sweeping body, Concorde, although very much a plaything for the rich, showed the world that Supersonic travel is not just reserved for Fighter Pilots, but for the fare paying public as well, and took us to a place where I sadly feel we shan't return to, not in this day and age.
So where does Concorde's story begin? Well, our ability to break the Sound Barrier is a good start, with the early Spitfire pilots of World War II inadvertently doing so, and then a flight by the experimental Bell X-1, which was launched from the underbelly of a bomber and jetted off into a world very much of its own. Following these breakthroughs in speed, the first considerations for a passenger alternative were considered as far back as 1950, and in 1954 the first meeting of the Super Sonic Transport (SST) Committee was held.
Original intentions were to build passenger aircraft to similar principles as the X-1, but these were shelved due to impracticality. Instead, a new design known as the Delta-Wing was looked at, being used on the likes of the AVRO Vulcan. Ideas were created, and tests carried out on the similarly designed Handley Page HP.115, a purpose built aircraft for the intention of making the perfect testbed for the future SST. Eventually, the Delta design chosen was dubbed the Ogee Platform, derived from the Ogival Wing design. The most important intention of the design was to place the wing's centre of pressure as close as possible to the centre of gravity so as to lower the amount of control force required to pitch the aircraft, and the Ogee Platform came closest to this requirement.
Final design requirements came down to the design of the airframe itself outside of the wings. Essentially, the aircraft was similar in design to contemporary Delta-Wing fighter jets, with a long streamlined nose and a smooth body to reduce resistance as much as possible. Problems came with the actual operation of the aircraft's basic functions, most notably the cockpit, which had to be designed with streamlining in mind, but couldn't use conventional aircraft windows, with the strengthened window frame obscuring the view forward for takeoff and landing. In response, designers created a Drooping Nose, where the streamlined visor could be raised and lowered, with conventional aircraft windscreens behind to provide a view similar to that of a regular aircraft. Due to the length of the aircraft, the plane was fitted with a small wheel at the rear of the frame so as to absorb any potential tail-strikes during takeoff and landing.
During supersonic flight and transit through the Sound Barrier, fuel would be distributed between the forward fuel tanks and a small fuel tank in the rear whilst the aircraft was accelerating and decelerating so as to alter the centre of mass, essentially acting as an auxiliary trim control.
But one of the most endearing parts of the design was the point on the nose, which is not there for stylish flare, but for a very important reason. Without the point, aircraft attempting to transit the sound barrier would face much greater resistance as the airframe is much larger and more obtrusive, the point on the other hand breaks the sound barrier ahead of the actual aircraft itself, meaning the transit effect travels around the frame of the aircraft rather than against the hull.
Of course, the most difficult part when it came to getting the SST to go are the actual engines themselves. For the greatest efficiency, the new SST couldn't use conventional Turbofan engines as their cross-sectional area was too excessive. Instead, Rolls Royce was commissioned to build a set of Turbojet engines that could be slung in streamlined pods underneath the wings. The result was a quad set of Rolls Royce/Snecma Olympus 593 engines that had been developed from the Bristol engines used on the Vulcan bomber. In all, only 67 of these engines were ever built, and had an overall maximum thrust of 38,000lbf, pushing the SST to beyond the speed of sound.
By the mid-1960's the designs had been near enough perfected, and after signing up with Sud Aviation of France (later to become Aérospatiale), the combined efforts of British Aerospace and Aérospatiale resulted in the construction of two prototypes in 1965, these aircraft being dubbed 'Concorde', the French word for Harmony, Agreement, or Union. Concorde 001 was built in France at Aérospatiale's factory in Toulouse, whilst Concorde 002 was built at the BAC works in Filton near Bristol. The first flight of a Concorde aircraft took place on the 2nd March 1969, with Concorde 001 flying from Toulouse. On the 9th April, Concorde 002 made its first flight from Filton, and on October 1st, 001 made its first supersonic flight.
Both aircraft were presented at the Paris Airshow of June 1969, alongside one of their rivals, the Boeing 747. But Concorde was not the world's first supersonic commercial airliner, as the Soviet Union had beaten them to the punch in June of that year with the Tupolev Tu-144, an aircraft of almost exactly the same principles of Concorde that had been hastily put together between 1965 and 1968 after blueprints and designs had been obtained by Soviet Agent Sergei Fabiew. The Tu-144 made its first supersonic flight in June 1969, and made its first supersonic commercial flights with Aeroflot in May 1970.
However, the 'Concordski' (as it was known by the West), had many serious flaws, which came to bear in a series of horrendous crashes. The first major crash was at the 1973 Paris Air Show, where during a display flight, the first production Tu-144 aircraft broke apart over a suburb, killing 6 people on the aircraft and 8 on the ground. Another major incident took place in May 1978, when on a routine test flight an improved version of the aircraft known as the Tu-144D crashed on landing, resulting in the withdrawal of the 144's from commercial service after only 55 flights. They would remain cargo aircraft until 1983, after which they were used for the training of Soviet Cosmonauts for the Buran Space Shuttle project.
Concordski however did have a profound effect on Concorde, especially after its crash of 1973. Confidence in the Concorde was rumbled by the failure of the Tu-144, and thus many potential buyers pulled out. Originally, airlines such as American Airlines, Pan Am, Japan Airlines, Eastern Airlines, United Airlines, and Air Canada had all put in orders, but by 1975 only Air France and BOAC (later nationalised into British Airways) orders remained. At the same time, Boeing and Lockheed of the United States attempted to create their own SST's so as to combat Concorde, with Boeing creating the 2707, and Lockheed the L-2000, neither of which went beyond concept models.
Eventually, 14 production Concorde aircraft were handed over to their respective airlines between 1976 and 1980, with the first aircraft being delivered to British Airways on the 15th January, the first flight taking place to Bahrain on the 21st January. Simultaneously, Air France made its first flight to Rio de Janeiro via Dakar in Senegal. However, the Transatlantic routes to the United States were the main points of contention, as the fear of Sonic Booms caused protest, resulting in a ban being passed by Congress. Although permission was given to fly to Washington Dulles on the 24th May, the New York Port Authority continued to ban Concorde due to the noise. The result was a risky training program by Concorde pilots to land at JFK Airport without using any power at all, meaning that from the start of their descent over the New York area, no power could be applied so as to keep the noise levels to a minimum, doing the whole approach in one. Eventually the ban was lifted after it was found that Air Force One, a Boeing VC-137 (converted Boeing 707), was louder than Concorde, and thus commercial services to JFK began on November 22nd, 1977.
In addition to the British Airways and Air France flights to New York and Washington from Paris and London, a slew of other short lived ventures occurred at the same time. In 1977, British Airways jointly shared a Concorde for flights to Singapore via Bahrain with Singapore Airlines, painting G-BOAD in a BA/SA hybrid livery. These flights however were capped after only 3 runs due to noise complaints.
Another short lived venture was with the American airline Braniff, which leased 10 aircraft from both airlines to operate subsonic domestic services from Washington to Dallas-Fort Worth from 1978, with Braniff crews taking over from international crews after landing at Washington. These services ended in 1980 due to a lack of profitability, with only 50% bookings or less on most flights.
Over the years, Concorde also flew to a myriad of destinations off its usual Transatlantic services, including Mexico, Florida, the Caribbean, South America, Hong Kong, Australia and New Zealand, mostly on charter flights but sometimes for short demonstration flights for fun seekers. Usually, Air France would provide the charter aircraft as their Concorde fleet was used less than the BA fleet, only operating two flights a day as opposed to BA's four.
The 1980's though were the boom years of Concorde, as this was when the money makers really spread their wings. In the immortal words of Jeremy Clarkson "For the have not's, it wasn't much fun, but the have's were having a ball!" Wealth moved from the stars of stage and screen to the stock marketing men and women of Europe and America. Investments on oil shares, and other large multinational companies meant you and your house was worth more than most countries. Greed was endemic, and the super-rich had no shortage of that. They'd have Champagne for breakfast, eat nightly at the Ritz, have a fleet of chauffeur driven Rolls Royce's at their beck and call, and would make weekend trips across the Atlantic with Concorde like it was a commuter train!
It was thanks to Concorde that Phil Collins could perform two shows for the 1985 Live Aid in one night, the first at Wembley in London, the second at Philadelphia JFK stadium, picking up Cher along the way who would join him in the finale 'We are the World.' You could arrive before you departed, and probably bump into a selection of celebrities en-route. Ex-Beatles, Actors, Businessmen, Fashion Designers, you name it, they were probably there!
These years were wild, profitable, and turned Concorde from an airliner, into a rite of passage for the money makers of this world. If you could fly on Concorde, then you'd truly made it in life!
However, as the 90's began to blossom and boom, the end of the decade brought its headaches for Concorde, and when things went wrong, they really went wrong quickly!
The recession of 1992 damaged Concorde's sales as money became much harder to come by, and the explosive era of greed began to fade away in the face of austerity. Environmental considerations began to crop up, and Concorde was singled out by environmentalists as one of the biggest culprits for noise and air pollution.
But on July 25th, 2000, disaster struck when Air France Concorde F-BTSC, crashed upon take-off from Paris Charles de Gaulle, smashing into a nearby hotel and killing all 109 passengers, plus 4 people on the ground. The cause was later determined to have been debris left by a preceding Continental Airlines DC-10, which punctured the tyres of Concorde and ruptured the fuel tanks on the port-side wing. However, the crash resulted in the grounding of all Concorde aircraft for over a year. Although test flights were carried out, and some private charters, revenue earning service was intended to return in the summer of 2001.
G-BOAF made the first service flight of a Concorde aircraft across the Atlantic from London to New York on September 11th, 2001, landing at JFK airport 30 minutes before American Airlines Flight 11, hijacked by terrorists, was flown deliberately into the North Tower of the World Trade Center in Lower Manhattan, in what would turn out to be one of the darkest days in modern history. In the ensuing chaos, flights across America were grounded immediately, and Transatlantic services diverted, but this was just the beginning. Global markets collapsed and the aviation industry went into meltdown. Airlines such as TWA, Swissair, Sabena and Ansett Australia were just a few of the victims of this aviation downturn, and Concorde's return to service was delayed until November 7th, 2001.
Concorde may have stuttered back into life, but time had really caught up with this supersonic machine of the past. The maintenance costs of the aircraft were now much higher, with fuel prices rising and passenger levels dropping due to stagnation in the post-9/11 market. British Airways was making a loss on every single flight they made, and both this, with a mixture of discontinued support from Aérospatiale's successors, Airbus, meant that Concorde's fate was very much sealed.
On the 10th April, 2003, Air France and British Airways simultaneously announced the retirement of Concorde. Although the day after Virgin Atlantic and its founder Sir Richard Branson intended to purchase British Airways' Concorde fleet for a nominal fee of £1 each, citing a clause in the original agreement to operate the aircraft, the Government and British Airways denied allowing him to buy the aircraft for such a small price, demanding at least £1 million for every aircraft. This was further hampered by Airbus' refusal to continue maintenance support.
The end slowly came throughout 2003, with Air France's last Concorde flight taking place on 27th June, whilst British Airways conducted a series of farewell tours to a selection of destinations, including Toronto, Boston, Washington, Belfast, Manchester, Cardiff and Edinburgh. Concorde was officially retired from British Airways service on the 24th October, 2003, but continued to operate a small number of farewell charters until November 26th, when G-BOAF, the last Concorde to be built in 1979, flew to its home base of Filton, ending the supersonic age of passenger air travel.
In all, every one of these £125 million aircraft still exist apart from two. Aircraft 203, F-BTSC, was lost in the type's only ever fatal crash in 2000, whilst Aircraft 211, F-BVFD, was withdrawn in 1982 after only 5 years of service and used as a spares donor, being cut up for scrap in 1994. The 6 prototype and 12 remaining production aircraft are now scattered across the world in museums, including Barbados, Seattle, New York, Brooklands near London, Manchester, Le Bourget, Toulouse and Chantilly in Virginia.
So, what killed Concorde and can we ever go there again? Many things killed Concorde, and when they came, they came fast. The economic downturn of the 90's and the rising environmental considerations started to damage its image, but the Paris Crash, the September 11th attacks and the ensuing stagnation of the aviation market, an outdated design becoming more and more expensive to maintain, the discontinuation of maintenance by Airbus and the fact that they were making a loss on every single flight is truly what ended Concorde's reign.
As for returning to the world of supersonic travel for the fare paying customer, in this world of austerity and environmentally bound agendas, I highly doubt it. Although Boeing considered the idea with the Sonic Cruiser, the amount of fuel required to operate these aircraft and the overall lack of interest or money to fund a project solely aimed at the 1%, means that chances are we won't see the likes of Concorde ever again.
But either way, we can be glad to say that we did it, we built Concorde, we flew it, operated it for 27 glorious years, and in doing so brought nations and continents closer together. Concorde truly lived up to its name, an everlasting symbol of peace, prosperity, speed, design and human endeavour.
This elegant two-door 402 B saloon is quite rare.
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.
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.
1330 kg.
Production Peugeot 402 series: Sept. 1935-July 1942.
Production Peugeot 402 B series this version: Oct. 1938-June 1940.
Original first reg. number: May 6, 1939.
New Dutch pseudo-historical reg. number: May 4, 2009 (private import).
With current owner since May 17, 2024.
Seen in car museum Visscher Classique. It's a new car museum originated from a large car collection of director Henk Visscher, mixed with a lot of passion and ambition.
The collection focuses on the French brands that fall under the Stellantis group (formerly PSA).
More info: visscherclassique.nl/museum/
Buren, Visscher Classique Car Museum, Schuilheuvelstraat, Aug. 5, 2023.
© 2023 Sander Toonen Halfweg | All Rights Reserved
Looking for even more Route 66? Check out multiple galleries here:
Glenrio is essentially a ghost town along Route 66 at the border of Texas and New Mexico. Essentially, everything left in town is part of the National Register of Historic Places as the Glenrio Historic District.
This Diner and the Texaco next door was built in 1952 with a Streamlined Moderne style by Joe Brownlee. Later it was known as the Little Juarez Diner. In the Pixar movie Cars, this building was the inspiration for the Glen RIo Motel.
Looking no where near as pretty as the Victorian A class.... VRE locomotive V58 arrives into Alexandria platform 1 with a South bound Virginia Railway Express (VRE) service.
These unmuffled GE units are quite a sight to see when powering...
Wednesday 1st July 2015
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.
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.
Very well looked after. In stately black. A large car for the time.
1:43 Scale model. Made in PRC.
The Tatra 603 is a large rear-engined luxury car which was produced by the Czechoslovak company Tatra from 1956 to 1975. It was a continuation of the series of Tatra streamlined sedans. n Socialist Czechoslovakia, only high-ranking party officials and heads of factories were driven in 603s.
Shot during the stormy “Farewell to Pearsonville” workshop in March 2011. The trailer was saved from the crusher, the tow truck, not so lucky . . .
Purple and red-gelled strobes and snooted LED flashlights on the logos. Composite of 2 exposures.
Visit the totally redesigned LostAmerica.com.
My nephew James is pictured posing with preserved London, Midland & Scottish Railway streamlined 'Coronation' class 4-6-2 steam locomotive 6229 'Duchess of Hamilton' in the Great Hall at the National Railway Museum, York.
The three distinctly different colour schemes of the Dinky Toys Streamlined Train models. The production dates are shown under the model and Dinky followed what the LNER and BR railway companies were doing at the time.
The major difference is that the pre-war versions had open windows and the post-war versions had closed-in windows on the locomotive and the carriages.
They are 11.75" (297mm) long
The 1936 and 1946 trains had the Dinky catalogue number 16 and the 1954 version had catalogue number 798.