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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.
New 10277-style pantographs arrived today for this electric engine, along with the new wheels. Now I need to make a taller box to hold it!
Here is my updated in-world description for the loco which I'm nicknaming the "GG1 of the West", after the similar famous Pennsylvania RR GG1 locomotives that were made from 1934 to 1943 that ran on the USA's Northeast Corridor until 1983:
This electric engine (number 9028) was originally designed as a un-streamlined freight workhorse for use in the mountains of the Western half of the North American continent on the electrified section of the Lego-Land Rail-Road mainline back in 1925. The engine uses a 2-C+C-2 arrangement, which means single frame (really, it's split in two in the middle, as the curves were too tight to do one single piece, but that's just too technical.) mounted upon a set of two axles unpowered (the "2") and three axles powered (the "C") hinged with the ball and socket to another frame of the same design (the +). The unpowered "2" axles are at either end of the locomotive. As you can see, the three axles in the middle two sections are connected by drive rods.
After serving dutifully for around seven years as a freight loco, the engine was upgraded to a fully streamline-shrouded passenger unit after another of it's eight-strong class was written off after a accident with a stuck Shell tanker truck blocking a road crossing. (Thankfully, the steeple-cab design protected the crew, who survived!) The 9028 was also given a higher gear ratio in it's trucks, to allow for the higher speeds that the passenger schedule called for.
The engine's class has a reputation as a tough hauler, taking care of almost anything thrown at it in freight service, and plowing through the most impossible schedules as passenger engines. There have been times, however, when they have been helpless: In January 1952 engine 9030 and of the premier Lego-Land Rail-Road trains (The City of Heartlake) got stuck in the Rocky Mountains due to a large snowdrift on the tracks and 100-MPH winds in blizzard conditions. They got boxed in, and were stuck there for six days before rescue crews could reach them. (This actually happened to the real world City of San Francisco train in the Sierra Nevada's in January, 1952. The rotary snowplows froze to the rails trying to get through!)
The McLaren F1 is a sports car designed and manufactured by McLaren Automotive. Originally a concept conceived by Gordon Murray, he convinced Ron Dennis to back the project and engaged Peter Stevens to design the exterior and interior of the car. On 31 March 1998, it set the record for the world's fastest production car, reaching 231 mph (372 km/h) with the rev limiter enabled, and 243 mph (391 km/h) with the rev limiter removed.
The car features numerous proprietary designs and technologies; it is lighter and has a more streamlined structure than many modern sports cars, despite having one seat more than most similar sports cars, with the driver's seat located in the centre (and slightly forward) of two passengers' seating positions, providing driver visibility superior to that of a conventional seating layout. It features a powerful engine and is somewhat track oriented, but not to the degree that it compromises everyday usability and comfort. It was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car. Despite not having been designed as a track machine, a modified race car edition of the vehicle won several races, including the 24 Hours of Le Mans in 1995, where it faced purpose-built prototype race cars. Production began in 1992 and ended in 1998. In all, 106 cars were manufactured, with some variations in the design.
In 1994, the British car magazine Autocar stated in a road test regarding the F1, "The McLaren F1 is the finest driving machine yet built for the public road." and that "The F1 will be remembered as one of the great events in the history of the car, and it may possibly be the fastest production road car the world will ever see."
In August 2013, at the Pebble Beach Concours d'Elegance, Gooding & Company auctioned off chassis 066 for a record sale price of US$8.47 million.
Design and implementation:
Chief engineer Gordon Murray's design concept was a common one among designers of high-performance cars: low weight and high power. This was achieved through use of high-tech and expensive materials such as carbon fibre, titanium, gold, magnesium and kevlar. The F1 was the first production car to use a carbon-fibre monocoque chassis.
Gordon Murray had been thinking of a three-seat sports car since his youth. When Murray was waiting for a flight home from the Italian Grand Prix in 1988, he drew a sketch of a three seater sports car and proposed it to Ron Dennis. He pitched the idea of creating the ultimate road car, a concept that would be heavily influenced by the company's Formula One experience and technology and thus reflect that skill and knowledge through the McLaren F1.
Murray declared that "During this time, we were able to visit with Ayrton Senna and Honda's Tochigi Research Center. The visit related to the fact that at the time, McLaren's F1 Grand Prix cars were using Honda engines. Although it's true I had thought it would have been better to put a larger engine, the moment I drove the Honda NSX, all the benchmark cars—Ferrari, Porsche, Lamborghini-I had been using as references in the development of my car vanished from my mind. Of course the car we would create, the McLaren F1, needed to be faster than the NSX, but the NSX's ride quality and handling would become our new design target. Being a fan of Honda engines, I later went to Honda's Tochigi Research Center on two occasions and requested that they consider building for the McLaren F1 a 4.5 litre V10 or V12. I asked, I tried to persuade them, but in the end could not convince them to do it, and the McLaren F1 ended up equipped with a BMW engine."
Later, a pair of Ultima MK3 kit cars, chassis numbers 12 and 13, "Albert" and "Edward", the last two MK3s, were used as "mules" to test various components and concepts before the first cars were built. Number 12 was used to test the gearbox with a 7.4 litre Chevrolet V8, plus various other components such as the seats and the brakes. Number 13 was the test of the V12, plus exhaust and cooling system. When McLaren was done with the cars they destroyed both of them to keep away the specialist magazines and because they did not want the car to be associated with "kit cars".
The car was first unveiled at a launch show, 28 May 1992, at The Sporting Club in Monaco. The production version remained the same as the original prototype (XP1) except for the wing mirror which, on the XP1, was mounted at the top of the A-pillar. This car was deemed not road legal as it had no indicators at the front; McLaren was forced to make changes on the car as a result (some cars, including Ralph Lauren's, were sent back to McLaren and fitted with the prototype mirrors). The original wing mirrors also incorporated a pair of indicators which other car manufacturers would adopt several years later.
The car's safety levels were first proved when during a testing in Namibia in April 1993, a test driver wearing just shorts and a T-shirt hit a rock and rolled the first prototype car several times. The driver managed to escape unscathed. Later in the year, the second prototype (XP2) was specially built for crashtesting and passed with the front wheel arch untouched.
[Text from Wikipedia
This Lego miniland-scale McLaren F1 (1997), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle (Chassis 066) was auctioned by the Gooding & Company Auction house in August, 2013, where it sold for $8.47 million
Preserved London, Midland & Scottish Railway streamlined 'Coronation' class 4-6-2 steam locomotive 6229 'Duchess of Hamilton' is pictured on display in the Great Hall at the National Railway Museum, York.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 leads a northbound Railfan Excursion Train past a double ended siding with a freight train in hole while traveling in Tennessee, October 1989. This Railfan Excursion Train was operating on the former Southern Railway main line between Chattanooga and Oneida, Tennessee, its destination location, where it will return back to Chattanooga. You may observe a couple of photographers taking photos of this event ahead.
Coachwork by Carrozzeria Pinin Farina
Chassis n° B521004
n° 1 of 7
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 800.000 - 1.000.000
Sold for € 718.750
"The car body is characterised by its streamlined silhouette, tapered toward the tail, the smooth sides, the raised circular front air intake, which generates the central part of the hood, also circular in cross section. Evidently there is the influence of the aeronautics of the era." - Antoine Prunet, Pininfarina.
Offered here is the very first of Pinin Farina's PF200 show cars, built for promotional purposes to generate publicity and never intended for series production, although Pinin Farina (as it was then) went on to build a further six examples, some open, some closed. The seven PF200s were slightly different from one another, although all featured the signature circular front air intake reminiscent of the North American F-86 Sabre jet fighter. The concept made its debut in 1952 when this very car, chassis number '1004', was displayed on the Pinin Farina stand at the Turin Motor Show. Italian film star and lover of fine cars, Renato Rascel (real name Renato Ranucci) met Sergio 'Pinin' Farina at the 1952 Turin Show and purchased '1004'. The side air intakes and six exhaust pipes are delightful details, while instead of stowing the soft-top behind the seats, like many open cars of the period, Pinin Farina arranged for the PF200's hood to fold down out of sight within the body, thus preserving its streamlined appearance.
The PF200 used the chassis and running gear of the Lancia Aurelia B52, one of the most advanced sporting cars of the era. At this time Pinin Farina had yet to supplant Carrozzeria Vignale as Ferrari's coachbuilder of choice, and much of its best work from this period was on Lancia chassis. One of the most influential designs to emerge from Italy post-WW2, Lancia's classic Aurelia was the first car ever to employ a V6 engine. Designed in wartime by Francesco de Virgilio and launched at the 1950 Turin Motor Show, the Aurelia B10 was powered by a 1,754cc 60-degree V6 of all-aluminium construction that used overhead valves operated via short pushrods instead of Lancia's traditional overhead camshafts.
An advanced unitary-construction design, the Aurelia retained Lancia's 'sliding pillar' independent front suspension, first seen on the Lambda, but used a novel semi-trailing-arm layout at the rear, another world first. The transmission too, was unusual, comprising a two-piece prop-shaft and combined gearbox/rear transaxle on which were mounted the inboard brakes, though for once this was not an entirely new departure. The original B10 saloon was joined the following year by the landmark, Pininfarina-styled B20 Coupé, a fastback '2+2' on a shortened wheelbase which, with its combination of sports car performance and saloon car practicality, can be said to have introduced the Gran Turismo concept to the world. Models with longer wheelbases and larger engines in various states of tune followed. To cater for independent coachbuilders, Lancia offered the longer-wheelbase (291cm) B50 chassis, based on B10 mechanicals, and later the B52, which came with the 2.0-litre engine of the B20/B21. In total Lancia built only 98 B52 chassis, the last of which was delivered in 1953.
Bought new by famous Italian film star, Renato Ranucci, in 1952 at the Turin Motor Show, '1004' changed ownership in 1958 and a couple of times more between then and 1961. It then seems to have remained in the same family for some 13 years before being bought by the current owner in 1974.
A passionate collector of classic cars, with a passion for flying, the current owner is himself a pilot of light aircraft, and during military service also of jets. He found the Lancia in a very poor condition; the car was in pieces but what caught his eye was the circular front air-intake: it looked more like a jet than a car so you can imagine how his passion for cars and aircraft coalesced in the same object - it was love at first sight.
The car was restored in the 1980s by the current owner, who commissioned what were then the best specialists for the job. The painstaking professional restoration took almost 10 years, a period in which the owner and the restorer, Mr. Giancarlo Cappa, became very close friends after doing a lot of research about this Pf200 together. During the restoration and despite the time-consuming research, some details had to be altered as replacements for some of the unique parts were unobtainable. The restoration notes/receipts for 35,000,000 liras are on file, an astronomical amount for a restoration if you know that a monthly salary for a worker at that time was around 300.000/350.000 liras. The car is finished in the lovely colour scheme of dark grey with a tan interior.
Once the Lancia came finally 'home', the owner put the car in one of the living rooms of the main house, which had ramp access. It was here that the family spent most evenings, especially at weekends. The car stood in the middle of the room as the centrepiece. The owner's rationale was very clear: the PF200 is a masterpiece and a work of art, which fully justified having it in your main living room. If you are not driving the car, indoors is the best place to enjoy it the most!
In the 1990s the engine failed and was removed, and it was then decided to replace it with one of an identical type (no. B21*2700*). Unfortunately, the original block was not retained, the importance of 'matching numbers' not being appreciated at that time. Carefully looked after by its long-term custodian, the car is presented today in mainly preserved condition following its 1980s restoration, which is now showing signs of age, especially in the paint. Residing for almost 50 years with the same owner, the car has its own dedicated space in the garage with magnificent 'Lancia PF200' badging on the wall.
On old Italian plates, the car has featured on posters and in magazines, etc and comes with an Italian libretto and a quite exceptional history file. The latter contains important correspondence with Pininfarina dating from 1981, which confirms that the car belonged to Renato Rascel; that it is the example exhibited at the 1952 Turin Motor Show; and that it was the first of a 'series' of seven PF200s of the same type built by hand, each of them different from the others even if only by some small functional or ornamental details, very often requested by the customer. Unfortunately, a fire at the Pininfarina factory destroyed all records of the PF200s and there are no photographs of this car's interior. The fascinating history file also contains lots of other correspondence; various articles; period photographs (1970s onwards); restoration photos (1980s); and the all-important Automobile Club D'Italia document confirming build details and ownership history. With the recent announcement of the re-birth of the Lancia Aurelia model, this unique car will become all-the-more collectible and is a unique opportunity for any major collector.
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 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.
Pennsylvania Railroad K4 class coal burning Pacific steam locomotive is seen leading a nine car passenger train along the main line, late 1930's. In this mixed consist there appears to be a diner and some sleepers included toward the end of the train. The first car behind the combine appears to be one of the modernized P-70 heavyweight coaches, now a streamlined appearing car. You may observe the fireman in his cab window. This portion of the railroad is seriously multi-tracked.
The name of the photographer that captured this image on film is unknown. This photo came from my personal collection of Railroad images, however, this negative came from a friends personal collection.
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.
Making its first, and the class types first, visit to the town of Doncaster in South Yorkshire on the East Coast mainline transporting a Greater Anglian coach for refurbishment at the Wabtec Rail site in Doncaster, also known as Doncaster works, working up from Norwich Crown Point Depot as 5Z54 to Doncaster West Yard, Wabtec, before returning back down to Norwich Crown Point Depot light engine where it continues to be used for driver training purposes is this very mean and streamlined looking Vossloh locomotive one of the first 10 currently in the UK after delivery from Spain and the Vossloh factory by sea and rail delivered to Direct Rail Services in Crewe at its Gresty Bridge depot. The locomotives coming to Direct Rail Services are the first of there type in the country and are the only currently on order as the Class 68 diesel locomotive which are now starting to enter service and been trailed on many of Direct Rail Services trains this one number 68004 and named Rapid and has arrived along with 68002-011 leaving 68001 at Vossloh for testing and more on the production line the smart looking livery suiting this sleek locomotive well I personally think the Class 68 boasts great looks and after the performance of this one they seem to be able to accelerate quickly and handle themselves well although 1 Mk3 coach isn't exactly a test for loco or driver however hopefully these posh and certainly hellfire locomotives will make more of an appearance over the East side and although the dreams of a pair working Rail Head Treatment Trains out of York I'm sure restrictions will prevent such things but hey I'm happy at having the Class 20 locos working those jobs too. Here Class number 68004 approaches Doncaster with the Greater Anglian coach following soon to be refurbished.
On the second day of testing for Trans-Pennine Express' 'Nova 3' MK5 loco-hauled set TP02, the set is seen in Preston on 29/08/18 whilst working the 3H12/0938 from Carlisle to Manchester International Depot, having gone north this morning as the 3C11/0515. TPE liveried 68020 was again providing power at the rear.
My love for humming birds continue to grow this spring as well. Since I moved to SF Bay Area from San Diego, I was afraid that I won't get a good place to shoot these beauties, but luckily got a nice spot close by home! Though there aren't many and they visit the flowers once is about half an hour, I really don't mind the wait, this they give me some good moves to shoot! More to follow!
One of the last steamtrain departures from Adelaide North Terrace Railway Station, here the SAR 520 for a run to the Adelaide Hills.
© Henk Graalman 1994
Took a break from building reFrames and did this guy.
Fell in love with the design of this toy a long time ago and always wanted one (the 1/12 scale) but it was just so expensive haha :P
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Build notes:
Started out as a chunky clunky version then got streamlined into what the body is now but was a solid build (no cockpit and gimmicks). Fellow LEGO mech builder Bert Seguinal gave me some tips when he visited and decided to rebuild the whole thing ground up while adding a minifig compartment inside (what it currently is).
While the build isn't a 100% accurate build, my priority was getting the curves right and using that 4x4 dome for the top. The eye idea actually came from Jan LEGO but he used a different orientation for the eyes (mine look angled although his version was more accurate to the toy - looking straight).
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For more info on the WIP process for this build, check out the blog article :D
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.
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.
.... Built during the Great Depression and sheathed in buff brick, the design of Maple Leaf Gardens includes subtle decorative elements, such as angled brickwork and horizontal bands on streamlined stone stripes ....
Original Werkfoto der Stromlinienlok 03 1001 der Deutschen Reichsbahn unmittelbar nach der Fertigstellung in wuchtiger Frontalansicht
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.
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.
The modern looking streamlined Peugeot 402 series was presented at the 1935 Paris Motor Show. In the early 1930s revolutionary aerodynamic theories were applied for the first time to mass produced cars. Avant-garde cars like 1934 Tatra 77 and the 1934 Chrysler Airflow gained a lot of positive attention. The 402 was Peugeot's answer to its direct competitor the streamlined 1934 Citroën TA.
The 402 was developed by the Département Études Carrosseries, under supervision of Henri Thomas.
The Peugeot 02-series was also called Fuseau-Sochaux.
The 402 series replaced the predecessors 401 and 601 (from 1934-1935).
Many body variants were available.
The 402 B with an increased engine, followed in Summer 1938.
Note the lack of a running board, and this convex boot lid. It appeared with the renewed 402 B, and it covers the spare wheel.
Besides several Art Deco details, the headlamps placed behind the grille were very remarkable.
See also: en.wikipedia.org/wiki/Peugeot_402
2142 cc L4 petrol engine.
Performance: 60 bhp.
C. 1200 kg.
Production Peugeot 402 series: Sept. 1935-July 1942.
Production Peugeot 402 B Berline this version: Oct. 1938-June 1940.
New French (painted) reg. number: Autumn 1973 (Dept. Meurthe-et-Moselle).
Seen in Musée de l'Auto en Lorraine, officially called Association Lorraine des Amateurs d'Automobiles de Collection (ALAAC).
See also: www.musee-auto-lorraine.fr
Velaine-en-Haye (Meurthe-et-Moselle, Fr.), Allée des Mérisiers, Oct. 27, 2019.
© 2019 Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
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.
The streamlined Redbone Coonhound, an American original, is even-tempered, mellow, and kindly at home but a tiger on the trail. Vigorous activities like hunting and swimming between long periods of rest is the rhythm of coonhound life. Redbones are medium-to-large hound dogs whose muscles undulate beneath a sleek and stunning red coat.
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.
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.
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.
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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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
There are many species of Hornworms, and so far I haven't been able to pinpoint the definite ID of this first encounter guy...
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:
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
Getting close now! Fixed the gaps, still not quite happy with it. But it'll work for now, until I build it in person.
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
An all-new streamlined appearance, commonly called ponton, was offered by Packard, and the Series 22 Custom Super Eight replaced the Custom Super Clipper and was the top-level trim package sedan, limousine and convertible. The "free-flow" slab-sided appearance was shared with all Packards and senior trim levels could be distinguished with an egg-crate grille, and horizontal bars below the traditional "ox-yoke" grille that wrapped around to the front wheel opening. The overall appearance was distinctive, with Packard winning several awards for the design, including the "Fashion Car of the Year" from the New York Fashion Academy.
The "Winged Goddess" cormorant hood ornament was introduced, intended to evoke the popular appearance from Packards of the 1930s. The 2-door Club Sedan was joined with the first convertible offered since 1942, called the Victoria Convertible Model 2259, and was available with the Super and Custom Super trim packages. Custom Super trim packages could be identified by having two stainless steel body trim at the bottom edge of the body, while Super trim did not have them after 1949.
This striking streamlined radio was made by Belmont in USA, but its Bakelite cabinet was not exclusive; small radio makers would buy ready-made cabinets from molders to fit their electronics, so you can find this same design used by other brands. Accordingly, the logo is not molded, but a decal. The cabinet is pressure molded brown Bakelite sprayed cream. This was a cheap way of producing colored radios since Plaskon, the alternative colored plastic at hand those days, was more expensive. There are other plastics present here: Celluloid for the dial scale and lens, Cellulose Acetate for the push buttons and small knob (darkened) and Plaskon for the big tuning knob.
It is 30cm wide.