View allAll Photos Tagged streamlined
The F59PHI is a streamlined version of the F59PH, originally special built for CalTrans. Produced between 1994 and 2001, seven were purchased by Amtrak for use on the Cascades route. They were retired and sold to Metra in 2020.
This model is 8 wide and features a hybrid 9v/PF power system. 9v motors were modified to separate the power pickups from the drive motor, a PF cable was attached. This locomotive is controlled by an S-Brick and can be powered by track or the onboard AA battery box. There is also a switch to revert it to standard 9v operation. The battery also means that any interruptions in track power from dirty track or unpowered segments do not affect train operation. Switching from track power to battery is done automatically via diode.
Pevsner suggests J. Owen Bond as the architect of this 1930s public house in Pottergate Norwich ...built as the Pottergate Tavern, but now known as The Birdcage. The black paint and flower baskets ought to be removed.
There are many species of Hornworms, and so far I haven't been able to pinpoint the definite ID of this first encounter guy...
Streamlined Breadvan.
The Woodie craze also invaded the Peugeot design office, which always kept an eye on American tastes. The inspiration for the Sochaux "rocket's" aerodynamic lines came from the Chrysler Airflow. The 202 was particularly well suited to this type of bodywork. A chic workhorse or an elegant cruiser ?
The Woodies
Presented by Jean-François Penillard
Chantilly Arts & Elegance Richard Mille
Château de Chantilly
Chantilly
France - Frankrijk
September 2017
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:
Chassis n° 16610
Zoute Sale - Bonhams
Estimated : € 180.000 - 200.000
Sold for € 178.250
Zoute Grand Prix 2022
Knokke - Zoute
België - Belgium
October 2022
One of the great names in post-war French motor sport, Alpine was the brainchild of Dieppe garagiste's son, Jean Redele, who began in the early 1950s by developing a competition version of the popular little Renault 4CV, which won its class in the Mille Miglia three years running
From this he developed the first Alpine - the A106 with Renault 4CV running gear and streamlined glassfibre coupé bodywork - which was presented to Régie Renault in July 1955. This 747cc Renault 4CV-based machine set the trend for a range of sports cars culminating in the A610 of the mid-1990s. Glassfibre bodies and rear-mounted production engines remained a common theme for 40 years. Up-rated in 1956 with the new Dauphine engine, the A106 also established the company's competition heritage with a class-winning performance in the 1956 Mille Miglia.
By 1958 Redele was using a sophisticated tubular steel chassis, and in 1961 he introduced the A108 Berlinette Tour de France which featured a tubular backbone frame, double wishbone front suspension and a Renault Dauphine swing-axle set-up at the rear. It was developed into a potent - and often unbeatable - rally car, using a variety of Renault power units.
For 1963 Alpine launched the A110 Berlinette, which became the mainspring of production. Produced from 1962 through to 1977, this charismatic sports two-seater rivalled the Porsche 911 for performance while being even more exclusive: the hand-built Alpines left the factory at the rate of only 10 per week in the late 1960s/early 1970s. Alpines were also assembled by Renault's subsidiaries in Brazil, Bulgaria, Mexico and Spain.
The works cars featured even lighter bodywork, and standard trim items such as the faux bumpers, front and rear were replaced with plastic components. Additional improvements for the works cars included a reinforced front chassis together with under-body protection. Even the air intake was moved to avoid accumulations of snow or mud. A centrally mounted aviation-grade fuel tank, larger brakes and wheels, front-mounted oil cooler, and larger oil filter completed the factory upgrades.
Its rearward weight bias gave the A110 outstanding cornering characteristics for rallying. In 1969 A110s finished 1st, 2nd, 3rd in the Coupe des Alpes and came 3rd in the Monte Carlo Rally. The following year, Alpines again came 3rd in the Monte and won the Acropolis and Tour de Corse rallies. Alpine driver Jean-Claude Andruet became European Rally Champion. By 1971 the marque's competition record had endeared Alpine to Renault to such an extent that they were appointed as its official competition wing. More successes followed in 1971, '72 and '73, including two Monte Carlo Rally victories and the first World Rally Championship for Makes.
This Berlinette was assembled by the factory's competition department in 1970. Production records (on file) indicate that serial number '16610' was assigned by the competition department on 25th November 1969. Its original body number was '2606'. The sales department's archives indicate that the car was delivered six months later, in June 1970.
It should be noted that the body was supplied to the racing department already painted but without the front axle or the engine/transmission, which were installed later by the competition department's mechanics. '16610' was completed in October 1970 and registered on the 15th of the same month as '7850 GS 76'. Equipped with a 'small chassis' (the 'large chassis' having appeared in the same period, but on competition cars intended for dirt roads), '16610' was an 'asphalt' car and made its debut on the 1970 Tour de Corse. Chassis '16610' with body '2606' would participate in three events of the World Rally Championship:
7/8 November 1971 - Tour de Corse - No.8 - Vinatier/Murac – 5th
28/29 November 1971 - Criterium des Cévennes - No.76 - De Cortanze/Roure – 12th
December 1970 - Essais Monte Carlo - Andersson
After this last event at Monte-Carlo with Ove Andersson, '16610' was returned to Alpine's Used Vehicles department on 21st December 1970 for reconditioning in anticipation of its sale to private clients (as evidenced in the dossier). Jean Rédélé limited his competition cars to running only two or three events before offering them for sale to privateers. This would allow him to regularly supply his official factory drivers with new cars, while at the same time claiming that privateers could have exactly the same cars as factory drivers. Thus, a regular supply chain was established between the factory and the private teams.
For some unknown reason, the Used Vehicles department removed the (diamond-shaped) chassis plates from used competition cars and attached them to their respective registration documents. Only the oval plates (bearing the body number) remained on the car. Whenever a customer went to the Rédélé dealership or the sales department to buy a reconditioned competition car, he was offered those that were refurbished and ready for sale. At that time a registration document would be assigned to the car and the diamond plate installed. This resulted in a mix of registration documents, chassis plates and cars.
Thus, the registration document and the (diamond-shaped) chassis plate of '16610' was parted from body number '2606' and transferred to body number '2610'. According to the production archives (evidenced in the history file), body number '2610' corresponds to the Alpine chassis '16665', which was assigned to the competition department. (This car did not run competitively, so in all likelihood it was a mule.) Probably because it was in very good condition, this mule was preferred to the factory body ('2606') which had competed in the Tour de Corse and the Rally des Cévennes. As a matter of fact, the customer who took delivery of '16610' was none other than Jacques Henry, already the best Alpine privateer, who expected to fight for the 1971 French championship. He most likely needed a fresh car! The diamond chassis plate '16610' finally ended up with body '2610', as we see it today. '16610' with its current body '2610' entered the following races during the 1971 season:
20/21 February 1971 – Neige et Glace – No.19 – Henry/Grobot – 6th
4-7 March 1971 – Rallye Lyon Charbonnières – No.19 – Henry/Grobot – 5th
4 April 1971 – Critérium de Touraine – Henry – 4th
25 April 1971 – Tour de l'Aisne – No.6 – Henry/Grobot – 3rd
1/2 May 1971 – C/C des Monts du Jura – Henry – 4th
8/9 May 1971 – Critérium Alpin – No.7 – Henry/Grobot – 1st
16 May 1971 – Ronde du Vercors Vivarais – No.9 – Henry – 2nd
29/30 May 1971 – C/C du Mont Revard – Henry – 4th
13 June 1971 – Hill climb de Cruseille de Salève – Henry – 22nd
20 June 1971 – Rallye de Genève – No.20 – Henry/Grobot – 2nd
18/19 September 1971 – Hill Climb de la Faucille – No.23 – Dolibeau – 19th
9 /10 October 1971 – Rallye de Franche Comté – No.21 – Dolibeau – 23rd
1972 – Hill climb de Bourbach – Dolibeau
Jacques Henry parted with '16610' in the middle of the 1971 season and it was Roland Dolibeau from Besançon who acquired the car to finish the season. The car was then sold to Switzerland at an unknown date. It formed part of an important collection before being bought by another great Swiss collector, Peter Müller, who kept for many years until just recently.
'16610' has been the subject of a thorough mechanical restoration and preparation in recent years and is mechanically ready to go. Offered with a Monte Carlo gearbox, a set of wheels and additional miscellaneous parts, '16610' is an ideal candidate for prestigious events such as the Tour Auto.
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).
The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.
The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.
The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.
The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.
After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.
The versatile aircraft also underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.
Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.
After joining the global U.N. Spacy union, Germany adopted the VF-1 in late 2008, it replaced the Eurofighter Typhoon interceptors as well as Tornado IDS and ECR fighter bombers. An initial delivery of 120 aircraft was completed until 2011, partially delayed by the outbreak of Space War One in 2009. This initial batch included 85 VF-1A single seaters, fourteen VF-1J fighters for commanders and staff leaders, and twenty VF-1D two-seaters for conversion training over Germany (even though initial Valkyrie training took place at Ataria Island). These machines were erratically registered under the tactical codes 26+01 to 26+99. Additionally, there was a single VF-1S (27+00) as a personal mount for the General der Luftwaffe.
The German single-seaters were delivered as multi-role fighters that could operate as interceptors/air superiority fighters as well as attack aircraft. Beyond the standard equipment they also carried a passive IRST sensor in front of the cockpit that allowed target acquisition without emitting radar impulses, a LRMTS (Laser Rangefinder and Marked Target Sensor) under the nose, a Weapon Delivery and Navigation System (WDNS) and an extended suite of radar warning sensors and ECM jammers.
After Space War I, attritions were replaced with a second batch of VF-1 single seaters in 2015, called VF-1L (for “Luftwaffe”). These machines had updated avionics and, among modifications, a laser target designator in a small external pod under the cockpit. About forty VF-1 survivors from the first batch were upgraded to this standard, too, and the VF-1Ls were registered under the codes 27+01 – 90.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68)
However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
General characteristics:
All-environment variable fighter and tactical combat Battroid,
used by U.N. Spacy, U.N. Navy, U.N. Space Air Force
Accommodation:
Pilot only in Marty & Beck Mk-7 zero/zero ejection seat
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons;
Standard T-O mass: 18.5 metric tons;
MTOW: 37.0 metric tons
Power Plant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)
4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);
18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features:
3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min. time from Fighter to Battroid (manual): 0.9 sec.
Armament:
2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min
4x underwing hard points for a wide variety of ordnance, including
12x AMM-1 hybrid guided multipurpose missiles (3/point), or
12x MK-82 LDGB conventional bombs (3/point), or
6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or
4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,
or a combination of above load-outs
The kit and its assembly:
This fictional VF-1 is more or less “only” a camouflage experiment, spawned by a recent discussion about the German Luftwaffe’s so-called “Norm ‘81” paint scheme that was carried by the F-4Fs during the Eighties and the early Nineties. It is one of the most complex standardized paint scheme I am aware of, consisting of no less than six basic shades of grey and applied in two different patterns (early variant with angled/splinter camouflage, later this was changed into more organic shapes).
I have built a fictional post-GDR MiG-21 with the Norm ’81 scheme some years ago, but had always been curious how a Macross VF-1 would look with it, or how it could be adapted to the F-14esque airframe?
Concerning the model, it’s another vintage ARII VF-1, in this case a VF-1J, built OOB and with the landing gear down and an open canopy. However, I added some small details like the sensors in front of the cockpit, RHAWS sensors and bulges for ECM equipment on the lower legs (all canonical). The ordnance was subtly changed, with just two AMM-1 missiles on each outer pylon plus small ECM pods on the lo hardpoint (procured from an 1:144 Tornado). The inner stations were modified to hold quadruple starters for (fictional) air-to-ground missiles, left over from a Zvezda 1:72 Ka-58 helicopter and probably depicting Soviet/Russian 9M119 “Svir” laser-guided anti-tank missiles, or at least something similar. At the model’s 1:100 scale they are large enough to represent domestic alternatives to AGM-65 Maverick missiles – suitable against Zentraedi pods and other large ground targets. The ventral GU-11 pod was modified to hold a scratched wire display for in-flight pictures. Some blade antennae were added as a standard measure to improve the simple kit’s look. The cockpit was taken OOB, I just added a pilot figure for the scenic shots and the thick canopy was later mounted on a small lift arm in open position.
Painting and markings:
This was quite a challenge: adapting the Norm’ 81 scheme to the swing-wing Valkyrie, with its folded legs and the twin tail as well as lacking the Phantom’s spine and bulged air intakes, was not easy, and I went for the most straightforward solution and simplified things on the VF-1’s short spine.
The Norm ‘81’s “official” colors are all RAL tones, and I decided to use these for an authentic lokk, namely:
RAL 7009 Grüngrau: Revell 67 (acrylic)
RAL 7012 Basaltgrau: Revell 77 (acrylic)
RAL 7039 Quarzgrau: Xtracolor X259 (enamel)
RAL 7037 Staubgrau: Xtracolor X258 (enamel)
RAL 7030 Steingrau: Revell 75 (enamel)
RAL 7035 Lichtgrau: Humbrol 196 (enamel)
This basically plan worked and left me with a very murky aircraft: Norm ’81 turned out to be a kind of all-propose camouflage that works well against both sky and ground, at least in the typical German climate, and especially good at medium to low altitude. RAL 7030, 7037 and 7039 appear like gradually darker shades of the basically same brownish grey hue, framed with darker contrast areas that appear either greenish or bluish.
However, the Xtracolor enamels turned out to be total sh!t: they lacked pigments in the glossy and translucent base and therefore ANY opacity, esp. on any edge, at least when you use a brush like me. Not certain if using an airbrush improves this? The result were uneven and rather thick areas of paint, not what I had hoped for. And the Revell 75 just did what I hate about the company's enamels: drying up prematurely with a gooey consistency, leaving visible streaks.
After a black ink wash, very light post-shading was added. I should have from the start tried to stick to the acrylics and also mix the Xtracolor tones from Revell acrylics, a stunt that turned during the weathering process (trying to hide the many blemishes) out to be quite feasible. RAL 7037 was mixed from Revell 47 plus 89 in a ~1:1 ratio, and RAL 7039 from Revell 47, 77 and 87 with a touch of 09. Nevertheless, the paint finish turned out sub-optimal, but some shading and weathering saved most of the mess – even I am not satisfied with the outcome, the model looks more weathered than intended (even though most operational German F-4Fs with this paint scheme looked quite shaggy and worn, making the different shades of grey almost undiscernible).
After some consideration I gave this German VF-1 full-color (yet small) "Kite" roundels, together with a German tactical code. German flags and a vintage JaboG 32 squadron badge decorate the fin - a plausible move, because there are British Valkyries in source books that carry RAF fin flashes. Stencils and other markings came from VF-1 OOB sheets.
Finally, after some typical highlights with clear paint over a silver base were added, and the small VF-1 was sealed with a coat of matt acrylic varnish.
A spontaneous interim project, with interesting results. The adapted Norm ’81 scheme works well on the VF-1, and it even is a contemporary design from the era when the original TV series was conceived and aired. With the authentic tones I’d call it quite ugly – even though I was amazed during the photo session how well the different shades of grey (four from above!) blend into each other and break up the aircraft’s outlines. If there were no red-and-white roundels or the orange pilot in the cockpit (chosen intentionally for some color contrast), the camouflage would be very effective! Not perfect, but another special member in my growing VF-1 model fleet. ^^
A Vintage CN trio of power along with a streamlined consist pulls into the 1899 Wabash Depot in Monticello
Monticello Railway Museum - Monticello, IL
Rolls Royce 40:50 Silver Ghost (1906-25) Engine 7428cc S6 SV
Production 6173
Chassis Number 31 EU
Body Hooper Tourer.
Registration Number KL 4869 (Kent)
ROLLS ROYCE ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623690651737...
Progressively modernised over its long production life the Silver Ghost (as the model became known after its 1907 demonstrator), gained electric lighting and starting in 1919, a starting carburettor and twin ignition in 1921, and four wheel brakes in 1924. With virtually everything made by Rolls Royce. The car offered silence, refinement and comfort, and in 1911 one was timed at 101.8mph at Brooklands, with a streamlined single seat body
Diolch am 88,826,410 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 88,826,410 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-348
New Haven Railroad with the The Rexall Train and its streamlined New York Central ALCO L-2c class 4-8-2 Mohawk steam locomotive on display at Union Station in New Haven, Connecticut, 8-25-1936. On the right side platform you can see people most likely there to check out the display train. Behind the people on another platform track in the background is a New Haven Railroad ALCO I-4 class 4-6-2 Pacific steam locomotive 1386. You can see the engineer in the cab window of the New Haven Railroad Pacific.
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.
I bought this streamlined LV K5 #2102 this evening from Brasstrains.com (this is the seller's listing photo). I should receive it in a couple of days. This engine was very similar to the "Black Diamond" engine in the same paint scheme.
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.
This month, I've created and streamlined a system to display slideshows of a wedding at the wedding with extreme efficiency. At Nikki and David's wonderful wedding on Saturday, I was able to keep it up to date so well that at the party immediately after the reception I was able to show the entire thing, including the couple saying goodbye.
The key, of course, is to have confidence in showing your images without any post-production at all. So I thought it would be an interesting exercise to show them here. Here is a slideshow of some of the photos I showed at the wedding. With a very few exceptions, not only are these straight out of camera, but they were semi-random selections from a group of thumbnails, so expect the final slideshow to be better. Three, I think, were cropped, and one was taken with my Very Special Lensª and thus not shown at the reception -- see if you can spot it.
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New York wedding, event, commercial photographer Ryan Brenizer
In the mid-1930s, like many other railway companies, the LNER introduced the concept of streamlined locomotives and train sets to form prestige services that appealed to the travelling public in terms of speed and comfort as well as showing the railways as 'modern' and 'up to date'. The Silver Jubilee, using the new A4 steam locomotives and new train sets, first ran between London Kings Cross and Newcastle on 30 September 1935 and set a new standard for speed at that time.
The quality of the advertising and publicity was, to reflect the intended market, very high although it is fair to say that in many ways the LNER's general approach to marketing was equally as high. The booklet was printed at the Baynard Press in London and features the use of blue and silver metallic inks, matching the train's livery. The artwork is by one of the LNER's regular poster artists, Frank Parkinson Newbould (1887 - 1951) and the booklet makes extensive use of the recently adopted 'standard' Gill Sans typeface. This is the version of the booklet issued for the second year of operation in 1936 with slight amendments to certain timings and connections.
This image was requested to take a closer look at streamlined features in Argyre Planitia and their relationship to the surrounding topography. In particular, we want to determine the nature of their origin: could these be yardangs, or possibly drumlins? Topographic data is necessary to understand the formation of these features, especially symmetry and asymmetry.
This scene is located in Hooke Crater, which is 139 kilometers in diameter and was named after British physicist-astronomer Robert Hooke. Image is less than 5 km (3 mi) across and is 256 km (159 mi) above the surface. For full image including scale bars, visit the source link.
www.uahirise.org/ESP_011714_1345
NASA/JPL/UArizona
New York Central 4-6-4 Hudson streamlined steam locomotive # 5449, is seen leading the 20th Century Limited across a mainline bridge at Peekskill, New York, 1941. The locomotive for the most part not making much smoke, however, there is a small cloud of smoke in the background over the train. Photo courtesy of an unknown source.
The name of the photographer that took this photo is unknown.
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.
Best viewed Original size.
Preserved Great Western Railway streamlined railcar No 4 on the turntable at the National Railway Museum, York - 09/01/2016.
© 2016 - Peter Brumby / 53A Models of Hull. Nikon D70s digital image with 18.0-70.0 mm f/3.5-4.5 lens.
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Getting close now! Fixed the gaps, still not quite happy with it. But it'll work for now, until I build it in person.
If I say "monorail", I'm sure, you imagine a fast, streamlined vehicle, which trasports millions of people among the skyscrapers! But no! It's a steam monorail! Dirty, slow and very, very old! Despite or because of these facts, I hope you like it! :)
Track, engine and technical detailes!
More pictures on Mocpages, thanks for visiting!
The Watco Companies Business Train using WSOR equipment is headed by #101, their covered wagon EMD E9, is rolling under a Santa Fe steam locomotive coaling tower on the K&O Great Bend Sub. after wying the consist west of here.
It's strange to think that diesel electrics have ruled this line for about 3/4 of a century now, and even this elderly cab unit has long been displaced from everyday revenue usage, yet this structure that powered the steam locomotives engines like this replaced (#101 turned 59 years old in April), is still standing strong.
When you think about it, steam engines were king until about 1950, which would have been this line's 78th year, so we're rapidly approaching a point in time that diesel power has been the propulsion technique of choice for a majority of railroading's existence in a lot of places.
Having said that, this coaling tower was built as part of the WWII effort, on the off chance that engines would be coaled here. The Santa Fe used oil burners out in these parts, and this tower never fueled a locomotive, nor was it ever filled with coal, other than for testing purposes.
In the transition era of railroading this was a normal sight, a streamlined diesel passing under a fueling apparatus for the equipment they replaced, however scenes like this today are very rare.
Locomotive: WSOR 101
4-30-15
Great Bend, KS
490 is the sole surviver of only four streamlined Hudson type (4-6-4) locomotives owned by the Chesapeake & Ohio Railroad. Because of their colors, they were sometimes called "Yellowbellies". It was rebuilt by the C&O in 1946 from a Pacific type (4-6-2) locomotive. The original Pacific was built by the Richmond division of the American Locomotive Company (ALCO) in 1926. 490 was donated to the Baltimore & Ohio Museum in Baltimore, MD in 1971 from the C&O Historical Collection. It is also the only surviving streamlined (shrouded) Hudson. Some may call this ugly. I call it classic and am thrilled that it has been saved in its streamlined livery from the scrapper's torch.
Experimenting with a more streamlined Design concept.
What do you Think?
BobaDressDetails:
The bodice and bubble Skirt is Liberty of London Tana Lawn, print 'Fitzgerald D’ in dark blue. The Bodice is fully lined (including the sleeves) with a cream cotton Lawn. French Lace and 2 tiny PB Factory buttons adorn the front of the shirt.
Sueded Belt with PB Factory Buckle.
It closes at the back with two Gold Metal Snaps.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 displays its drivers and side rods, while at Chattanooga, Tennessee, October 1989. This locomotive is being prepared, maintained and serviced for its following day Railfan Excursion Train assignment. The train will be operated from Chattanooga to Oneida, Tennessee and then will return the same day.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 led Railfan Excursion Train passes through a town in Tennessee, October 1989. You can see that the grade crossing gates are down at two grade crossings ahead. There are a few photographers out and about along the route while aboard the train they are also busy taking photos.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 with its Railfan Excursion Train and bringing up the rear, Tennessee Valley Railroad Museum observation car # 98 seen at Oneida, Tennessee, October 1989. A couple of railfans are sitting on the rear platform of observation car # 98.
C&O streamlined steam locomotive 490, B&O Railroad Museum. Just visible at right against the wall is the steam locomotive driving wheel/valve motion operating display that was recently acquired from Chicago's Museum of Science and Industry.
Description of the 490 from the museum's website:
The No. 490 was constructed by the American Locomotive Company (ALCO) for the Chesapeake & Ohio Railway (C&O) in 1926. As one of the five F-19 4-6-2 "Pacific" locomotives built for the C&O, the No. 490 was used on passenger trains on the mainline east of Charlottesville and west of Clifton Forge. In 1930, the No. 490 was assigned to the "Sportsman," the premier C&O passenger train at the time. Later, the No. 490 was transferred to the "George Washington." The No. 490 and other 4-6-2s operated between the Cincinnati and Washington route until 1942 when the C&O replaced the "Pacifics" with new heavy Baldwin 4-8-4. The No. 490 and other 4-6-2s continued to run as secondary passenger trains during World War II.
Shortly after the end of the war, the C&O decided to upgrade their passenger service. The C&O was primarily a coal-hauler and therefore wanted to improve steam locomotive technology. They developed a new luxury liner between Washington and Cincinnati named the "Chessie." The new liner was to be powered by experimental steam-turbine-electric locomotives. In addition, the C&O's Huntington shops rebuilt the No. 490 and the other 4-6-2s into 4-6-4 "Hudsons." The new locomotives had roller bearings, front-end throttle, high-speed booster, cross counterbalance, and the Franklin system of steam distribution.
Due to the increased automobile production and the airline expansion that occurred after the war, the luxury Chessie passenger trains never ran. The rebuilt "Hudsons" instead hauled regular passenger trains until 1953. The No. 490 was stored in the Huntington Roundhouse until 1968 when it was moved to the Baltimore & Ohio Railroad Museum.
An undated photo showing the single Škoda-manufactured ČSD streamlined Class 386 steam locomotive ever built. Originally delivered in 1927, this locomotive was later upgraded with a streamlined cover in 1937 and used on the Bratislava-Vienna route until about 1939. It remained in service until March 1948 and was then scrapped.
Die Lokomotive ČSD 386.001 war eine Schlepptenderlokomotive der Tschechoslowakischen Staatsbahnen (ČSD) für den Schnellzugdienst. Sie erhielt 1937 als einzige tschechoslowakische Lokomotive eine Stromlinienschale nach dem Vorbild der deutschen Schnellfahrlokomotive Baureihe 05.
For more information about this steam locomotive (in German), please visit this Wikipedia link:
de.wikipedia.org/wiki/%C4%8CSD_386.001
www.idnes.cz/technet/technika/aerodynamicka-parni-lokomot...
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The tender is a 1936 non corridor streamlined type number 5640. Put into traffic in March 1937 with Class A3 no. 2796 Spearmint it was transferred to Class A1 Nº4472 Flying Scotsman in July 1938. It remained with this engine until Flying Scotsman was withdrawn (as number 60103) in January 1963. When the engine was sold for preservation the new owner, Alan Pegler, wanted a corridor tender so a swap was arranged with Class A4 Nº60034 Lord Farringdon, the tender staying with Nº60034 from 28/1/1963 to 24/8/1966 when the loco was withdrawn. It was transferred to Class A4 Nº60024 from 24/8/1966 to withdrawal on 5/9/1966.
In the background Deltic D9014 The Duke of Wellington's Regiment (later 55014) waits to depart on the 1A37 10.10 Edinburgh Waverley-Kings Cross service.
Tender information taken from 'A Tangle of Tenders Part 4' by Mel Haigh. First published in Chime 130, Christmas 2003 (The magazine of Sir Nigel Gresley Locomotive Preservation Trust Ltd).
From a negative bought with copyright
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.
The Handley Page Victor is a British jet-powered strategic bomber, developed and produced by the Handley Page Aircraft Company, which served during the Cold War. It was the third and final V-bomber to be operated by the RAF, the other two being the Avro Vulcan and the Vickers Valiant. The Victor had been developed as part of the UK's airborne nuclear deterrent. The Victor was a futuristic-looking, streamlined aircraft, with four turbojet (later turbofan) engines buried in the thick wing roots. Distinguishing features of the Victor were its highly-swept T-tail with considerable dihedral on the tail planes, and a prominent chin bulge that contained the targeting radar, nose landing gear unit and an auxiliary bomb aimer's position.
In 1968, it was retired from the nuclear mission following the discovery of fatigue cracks, which had been exacerbated by the RAF's adoption of a low-altitude flight profile to avoid interception. A number of Victors were modified for strategic reconnaissance, using a combination of radar, cameras, and other sensors. As the nuclear deterrence mission was given to the Royal Navy's submarine-launched Polaris missiles in 1969, a large V-bomber fleet could not be justified. Consequently, many of the surviving Victors were converted into aerial refuelling tankers.
Prior to the demise of the Valiant tankers, a trial installation of refuelling equipment was carried out, including: overload bomb-bay tanks, underwing tanks, refuelling probe and jettisonable de Havilland Spectre Assisted Take-Off units. The aircraft involved in the trials, B.1 XA930, carried out successful trials at Boscombe Down at very high all-up weights with relatively short field length take-offs. The withdrawal of the Valiant fleet because of metal fatigue in December 1964 meant that the RAF had no front-line tanker aircraft, so the B.1/1A aircraft, now judged to be surplus in the strategic bomber role, were refitted for this duty. To get some tankers into service as quickly as possible, six were converted to B(K).1A standard (later redesignated B.1A (K2P)), receiving a two-point system with a hose and drogue carried under each wing, while the bomb bay remained available for weapons. Handley Page worked day and night to convert these six aircraft, with the first being delivered on 28 April 1965, and 55 Squadron becoming operational in the tanker role in August 1965.
While these six aircraft provided a limited tanker capability suitable for refuelling fighters, the Mk 20A wing hosereels could only deliver fuel at a limited rate, and were not suitable for refuelling bombers. Work therefore continued to produce a definitive three-point tanker conversion of the Victor Mk.1. Fourteen further B.1A and 11 B.1 were fitted with two permanently fitted fuel tanks in the bomb bay, and a high-capacity Mk 17 centreline hose dispenser unit with three times the fuel flow rate as the wing reels, and were designated K.1A and K.1 respectively.
The remaining B.2 aircraft were not as suited to the low-level mission profile that the RAF had adopted for carrying out strategic bombing missions as the Vulcan with its strong delta wing. This, combined with the switch of the nuclear deterrent from the RAF to the RN meant that the Victors were considered to be surplus to requirements. Hence, 24 B.2 were modified to K.2 standard. Similar to the K.1/1A conversions, the wing was trimmed to reduce stress and the bomb aimer's nose glazing was plated over. During 1982, the glazing was reintroduced on some aircraft, the former nose bomb aimer's position having been used to mount F95 cameras in order to perform reconnaissance missions during the Falklands War. The K.2 could carry 41,000 kg of fuel. It served in the tanker role until withdrawn in October 1993.
The Victor was the last of the V-bombers to be retired, the final aircraft being removed from service on 15 October 1993. In its refuelling role, it was replaced by the Vickers VC10 and the Lockheed Tristar.
With a very streamlined and smooth-looking appearance, this looked to me a bit like a giant and rather simply made toy. But this reconnaissance vehicle belonged to a family of AFVs that were the most technically-advanced series of wheeled armoured vehicles produced during World War II.
The Germans began experimenting with eight-wheeled armoured car chassis during the late 1930s and Daimler-Benz and Bussing-NAG designed prototypes. These vehicles had a body built on a separate chassis and were powered by a petrol engine. They went into production as the SdKfz 231, SdKfz 233 and SdKfz 263 and about 950 had been produced by April 1943.
Development of a replacement vehicle began in August 1940. This was designed around a unitary body without a separate chassis and, unusually for a German vehicle, was powered by an air-cooled Tatra diesel engine. The first prototype was delivered in July 1942 but the new armoured car wasn’t ready for volume production until April 1943. The suspension and steering design was very advanced and the hull had a driving position at both ends so that a rapid backward exit could be made from a difficult situation.
There were four versions, with 89 SdKfz 234/3s being made between June and December 1944. They carried a short 24-calibre 75cm KwK51 in an elongated open topped mounting with limited side to side traverse. This variant was intended for close-range fire support and was intended to complement the other three versions.
The 75mm gun fired a high-explosive shell that was effective against buildings and fortifications, targets which could not be effectively engaged by the high-velocity guns fitted in the SdKfz 234/2 and 234/1. SdKfz 234/3 armoured cars were issued at the scale of one platoon's worth in the reconnaissance company of each Panzer Division.
The Tank Museum’s vehicle seen above is finished in the markings of the 116th Panzer Division. This division was formed in France in March 1944. It was virtually destroyed in the Falaise pocket in July 1944, reconstituted in the Aachen area in September 1944 and then fought with the 5th Panzer Armee until US forces encircled it in April 1945.
The British Army acquired this SdKfz 234/3 in full working order after the war. It was used as a standard against which the performance of modern wheeled AFVs was compared. Generally the older German vehicle out-performed the new ones, especially when driving over soft and muddy ground.
Notes from the museum's website.
Streamlined single-truck Madrid tram 724 on a Line 10 service, October 1959. Further info on these cars would be welcome.
B&W print in my collection, photographer unknown.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 cab view of engineer's valve adjustment quadrants and brake stand controls at Chattanooga, Tennessee, October 1989. Always like to provide photos of specific equipment details so that is why this photo has been presented. The locomotive was being prepared, serviced and maintained for its next day assignment to a Railfan Excursion Train operating between Chattanooga and Oneida, Tennessee, with a return trip the same day.
This large Northwestern Pond Turtle (Actinemys marmorata) in Northern California is fortunate to have survived being tangled up in discarded fishing nets, although it will likely carry the remnants around for a while longer still. On behalf of our rather non-streamlined aquatic reptile friends, I must implore people to clean up their gear when finished fishing!
New Haven DER-1b ALCO DL-109 locomotive # 0723, is seen spotted near the Charles Street coaling tower at Providence, Rhode Island, mid 1950's. The ALCO DL-109 is one of the frist truley successful dual purpose diesel electric locomotive produced in the United States, used for both passenger and freight service. This locomotive was delivered to the New Haven in 1944, and eventually by 1945 they had a fleet of 60 DL-109 locomotives. There is nothing quite like the sound of these locomotives in operation when you hear the deep sound of the twin six cylinder 539-T prime movers utilizing turbo chargers that churp away to a whistling sound when they really rev up. Many times these locomotives were operated in matched pairs and their sound was tremendous spelling NEW HAVEN all the way. These locomotives are considered art deco streamlined beauties by some, ugly by others or carp faced engines. This is my favorite diesel electric locomotive.
The name of the photographer that took this photo is unknown. This photo is from the Mac Seabree Collection, Al Chione identified slide.
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.
Seen participating in a handicap 'air race' during the 2015 Wings and Wheels Show at the Shuttleworth Collection's Old Warden airfield in Bedfordshire, is Nigel Packard's 1938 beauty, NC17615.
The 7W Executive was produced by the Spartan Aircraft Company during the late 1930s and early 1940s. It featured an all-metal fuselage as well as a retractable undercarriage and was popular with affluent buyers worldwide.
Designed for comfort, the interior of the 7W was spacious and featured 46 cm of slide-back seat room for front-seat passengers, arm rests, ash trays, dome lighting, deep cushions, cabin heaters, ventilators, soundproofing, large windows, and interior access to the 45 kg-capacity luggage compartment. Built during the Great Depression, the 7W was the brainchild of company-founder William G Skelly of Skelly Oil who desired a fast, comfortable aircraft to support his tastes and those of his rich oil-executive colleagues.
The Executive's high performance allowed the aircraft to compete in air races. NC17615 took part in the 1938 National Air Races and a 7W also took part in the 1939 Bendix Air Races piloted by Arlene Davis where it earned fifth place. A military variant of the 7W Executive with a greenhouse canopy covering a tandem cockpit was produced by Spartan with a more powerful 600 hp Pratt & Whitney Wasp engine and named the Spartan 8W Zeus.
Just 34 7W Executives were built. Notable owners of 7Ws included aircraft designer and aviator Howard Hughes, wealthy industrialist J. Paul Getty, and King Ghazi of Iraq. King Ghazi's Spartan Executive was designated "Eagle of Iraq" and was outfitted with his Coat of Arms, an extra-luxurious interior, and other customised features.
NC17615 featured in the 1938 John Wayne movie, The Overland Raiders, in which gold miners buy the plane to fly their gold out after land exports had been hijacked.
The Times Square Building is a skyscraper designed by Voorhees, Gmelin, and Walker located in Rochester, New York. At 260 feet (79 m), it is the eighth tallest building in Rochester, with 14 floors.
The former Genesee Valley Trust Building is a streamlined twelve-story building supporting four aluminum wings 42 feet (13 m) high, each weighing 12,000 pounds (5,400 kg). These structures among the most distinctive features of the Rochester skyline.
The cornerstone of this bank was laid on October 29, 1929, the day the Stock Market Crashed.