View allAll Photos Tagged streamlined
The beautiful Duchess of Hamilton locomotive at the National Railway Museum, York.
Built in 1938, the 'Duchess' reportedly covered some 1.5 million miles before being retired in 1964.
The delicious streamlined bodywork you see here was removed in 1947 as it made working on the locomotive somewhat difficult. Thankfully, the streamlining was restored by the NRM in 2009.
Wonderful way to start 2024! I am humbled by the support the community gave The Mercury to win the Global Public Vote in the Brick Train Awards 2023. Big thank you to HA Bricks for the winners brick and TrixBrix for the voucher!
The Thunderbolt was introduced to the public at the New York Auto Show in October 1940. Five Thunderbolts were built and they all had 1941 engines. They were showstoppers. Designed by Alex Tremulis and built by LeBaron, the cars featured full envelope streamlined bodies, hidden headlights, electrically operated retractable hardtops, and push-button door handles. The cars have had several owners over the years; notably, actor Bruce Cabot in 1941 and Bill Harrah in 1960. A Thunderbolt was sold at auction in 1985 to a private collector.
[Sources: ConceptCarz.com, TheHenryFord.org, and VanderbiltCupRaces.com]
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 is leading a northbound Railfan Excursion Train as it rounds a curve Tennessee, October 1989. This train is be operated between Chattanooga and Oneida, Tennessee, with a return trip on the same day. The train is on a former Southern Railway main line.
Streamlined "Mallard"
Number 4468 Mallard is a London and North Eastern Railway Class A4 4-6-2 Pacific steam locomotive built at Doncaster, England in 1938. While in other respects a relatively typical member of its class, it is historically significant for being the holder of the official world speed record for steam locomotives.
Mallard was designed by Sir Nigel Gresley as an express locomotive to power high-speed streamlined trains. Its wind-tunnel-tested,[1] aerodynamic body and high power allowed it to reach speeds of over 100 miles per hour (160 km/h), though in everyday service it was relatively uncommon for any steam hauled service to reach even 90mph, much less 100. Mallard was in service until 1963, when it was retired, having covered almost one and a half million miles (2.4 million km).
Taken at the Petoskey, Michigan waterfront.
I include the rear view to complete the look and to allow you to verify that under all that is a Honda.
Speed was the subject of a series of 50 cigarette cards issued by W.D. & H.O. Wills in 1938. The subject matter included cars, aviation (civil and military), railways and maritime. The series provides a fascinating insight into the Streamlined Era of the 1930s, when the technological envelope was being pushed out ever further just before the eruption of global warfare.
One card depicted the revolutionary high-speed diesel railcar services that Deutsche Reichsbahn had inaugurated in 1933. The pioneering service was Der Fliegender Hamburger (Flying Hamburger), using a 2-car streamlined set powered by Maybach diesel engines. Offiicially, these were the Baureihe Class SVT677 units. They connected the 286 km (178 miles) between Hamburg and Berlin at an average speed of 124 km/h (77 mph). The success of the service prompted the development of further DR high-speed diesel intercity services, using a fleet of trains developed by Henschel as Class SVT 137.
The outbreak of war in 1939 brought these high-speed services to an end. Post-1945, the surviving units operated conventional services on both DB and DR in West and East Germany, lasting into the 1970s in the old GDR. The fast end-to-end journey times were not matched until the 1990s and the introduction of ICE trains.
One footnote to the Flying Hamburger story is that when the LNER was planning to develop high-speed services on the East Coast Main Line, Chief Mechanical Engineer Sir Nigel Gresley was dispatched to Germany to evaluate the merits of a similar diesel-hauled service. He concluded that steam could achieve the same results at significantly less cost. Thus he upgraded his existing A3 4-6-2 design, applied a streamlined casing with coaching stock to match. Thus was born the legendary A4 class and the Silver Jubilee and Coronation high-speed trains.
Only 16 years previously, Gresley A4 streamlined Pacific locomotives sped past here, enjoying a final period of glory working the three-hour Glasgow-Aberdeen express trains. The location is Glamis, Angus on the former Caledonian Railway route between Stanley Junction and Kinnaber Junction. The last A4s were withdrawn in Summer 1966, and the 46-mile route was closed in September 1967. The towns of Coupar Angus and Forfar lost their passenger service; Glasgow-Aberdeen services were routed on the North British line via Dundee.
One track remains in situ here, as Coupar Angus and Forfar continued to be served for a while by a sparse freight service. This ended in 1982, soon after the date of this photograph.
April 1982
Yashica FR-1 camera
Agfa CT18 film.
Stromlinienwagen means ‘streamlined car’. This single seater 3-wheeler was built by Kaiser Fahrzeugbau in Aschersleben, Germany about 1935. This car was powered by a rear single cylinder NSU 501 OSL motorcycle engine driving the single rear wheel by chain. There were more types that had covered or uncovered wheels and one or two seats The engines (NSU or Columbus-Horex) were ranging from 200cc to 600cc. Max speed of this car was 120 kmh.
Modified and colorized black and white photo.
The streamlined pacific, designed by Sir Nigel Gresley, and built for the British London & North Eastern Railway, is at Exporail in Saint-Constant. One its sibling, "Mallard," holds the high-speed record for steam locomotives and is part of Britain's national collection.
The streamlined goosander is a handsome bird and a great fisher - its long, serrated bill helps it to catch and hold its slippery fish prey. It nests in riverbank trees, but can be seen on lakes and reservoirs in winter.
Statistics
Length: 57-69cm
Wingspan: 90cm
Weight: 1.3-1.7kg
Average lifespan: 7 years
Conservation status
Classified in the UK as Green under the Birds of Conservation Concern 4: the Red List for Birds (2021).
When to see
January to December
The Portland Art Museum is pleased to announce The Shape of Speed: Streamlined Automobiles and Motorcycles, 1930–1942, a special exhibition debuting at the Museum in Summer 2018. Featuring 19 rare streamlined automobiles and motorcycles, The Shape of Speed opens June 16 and will be on view through September 16, 2018.
The concept of streamlining has fascinated people for generations. Beginning in the 1930s and extending until the outbreak of the World War II, automotive designers embraced the challenge of styling and building truly streamlined cars that were fast and fuel-efficient. They were encouraged by the confluence of aircraft design with the sleek shapes of fast railroad locomotives; new advanced highways such as the Autobahns; and events like the 1939 New York City World’s Fair, which showcased futuristic design.
The Shape of Speed presents a select group of rare automobiles and motorcycles that demonstrate how auto designers translated the concept of aerodynamic efficiency into exciting machines that in many cases, looked as though they were moving while at rest.
The Museum will display 17 cars and two motorcycles—the best of that era’s streamlined offerings—from Europe and the United States. Engineering drawings and period photographs will show some of the aircraft, railroad, ship and yacht designs that influenced the automakers.
Featured designers and engineers include European streamlining pioneer Paul Jaray, along with Richard Buckminster Fuller, Norman Bel Geddes, Raymond Loewy, Harley J. Earl, Hermann Ahrens, Georges Paulin, Joseph Figoni, Dr. Wunibald Kamm, Otto Kuhler, Jean Bugatti, Hans Ledwinka, Gordon Buehrig, and others.
In contrast with the decades following World War II—when advanced aircraft and rocket designs propelled carmakers toward fanciful and impractical designs—the automobile designs in the pre-war period were more organic, emulating the classic teardrop shape thought, at that time, to be perfect for cheating the wind. The results were brought to life in cars with then-startling shapes that looked as though they were ready to be embraced and caressed. Even if they weren’t noticeably faster than their predecessors, they looked fast. In a few cases, the conservative public balked. Sales of well-known brands slipped, then recovered as consumers tentatively embraced and then accepted this brave new look.
The design influence of streamlining was felt far beyond automobile styling in this period. The school of architecture now known as Streamline Moderne had an effect on the shape of radios, appliances, transport trucks, and railroad locomotives, along with such disparate items as table flatware, water pitchers, toasters, pencil sharpeners, and cocktail shakers.
A few of the automotive marques featured in The Shape of Speed include Mercedes-Benz, who have restored one of the carmaker’s Stromlinienwagens (streamlined cars) from 1938, along with Bugatti, BMW, Alfa Romeo, Voisin, Talbot-Lago, Delahaye, Cord and Chrysler. In addition, The Shape of Speed includes two motorcycles: a radically streamlined Henderson KJ and a BMW concept R7 motorcycle that was developed in the mid-1930s, lost for decades in a missing crate, recovered in 2005, and completely restored.
The latest exhibition in the Portland Art Museum’s design series, The Shape of Speed is guest curated by Ken Gross, former director of the Petersen Automotive Museum in Los Angeles. Gross previously curated the Museum’s 2011 exhibition The Allure of the Automobile, which enthralled visitors with its lavish presentation of automobiles as kinetic art—a form of rolling sculpture. With this new exhibition, the Museum opens the door to another fascinating exploration of automotive design.
“The Shape of Speed celebrates great design that moves us,” said Brian Ferriso, The Marilyn H. and Dr. Robert B. Pamplin Jr. Director and Chief Curator of the Portland Art Museum. “During the Great Depression, the forward-leaning, beautiful designs of streamlined vehicles were aspirational, inspiring a sense of hope for the future. We look forward to bringing that excitement to Portland again.”
The Shape of Speed: Streamlined Automobiles and Motorcycles, 1930–1942 is accompanied by a range of related programs and events, as well as a catalogue. For more information and updates, please visit portlandartmuseum.org.
Organized by the Portland Art Museum. Guest curated by Ken Gross.
The Aerotrain was a streamlined trainset introduced by General Motors Electro-Motive Division in the mid-1950s.[1] Like all of GM's body designs of this mid-century era, this train was first brought to life in GM's Styling Section. Chuck Jordan was in charge of designing the Aerotrain as Chief Designer of Special Projects. It utilized the experimental EMD LWT12 locomotive (U.S. Patent D177,814), coupled to a set of modified GM Truck & Coach Division 40-seat intercity bus coach bodies (U.S. Patent D179,006). The cars each rode on two axles with an air suspension system, which was intended to give a smooth ride, but had the opposite effect.
The two Aerotrain demonstrator sets logged over 600,000 miles (970,000 km) and saw service on the following railroads:
the Atchison, Topeka and Santa Fe Railway;
the New York Central Railroad;
the Pennsylvania Railroad; and
the Union Pacific Railroad.
In February 1956, the Pennsylvania Railroad introduced the Pennsy Aerotrain between New York City and Pittsburgh, Pennsylvania, operating it for nine months. Pennsylvania Railroad's schedule was timed so that westbound passengers traversed Horseshoe Curve at lunchtime, while eastbound passengers traversed the curve at dinner time.[2]
The same year, Aerotrain No. 2 was leased as a demonstrator to the New York Central, and operated between Cleveland and Chicago.
In March 1956, the Aerotrain made a series of experimental runs for the Atchison, Topeka and Santa Fe Railway in California as a San Diegan consist, running between Los Angeles and San Diego. Its use in permanent service were later abandoned because the entire trainset had to be turned around at each end of the line, and the train required helper locomotives on the Sorrento Grade north of San Diego.
In the summer of 1957 the Aerotrain was operated by the Union Pacific as the City of Las Vegas, running between Los Angeles and Las Vegas. The train was eventually relegated to Chicago commuter service on the Chicago, Rock Island and Pacific Railroad.
GM's "lightweight with a heavyweight future" was introduced at a time when US passenger train revenues were steadily declining due to competition from airlines and private automobile travel. Although it featured an eye-catching, streamlined design, the Aerotrain failed to capture the imagination of the American public. The cars, based on GM bus designs and using an air cushioning system, were rough riding and not very comfortable for passengers. The design of the locomotive section rendered routine maintenance difficult and time-consuming. The locomotive unit was also underpowered. Eventually, both trainsets were retired in 1966 after only a decade's use. The Museum of Transportation in St. Louis, Missouri, and the National Railroad Museum in Green Bay, Wisconsin each have one of the locomotives, and two of the cars.
Disneyland operated a scale version of the Aerotrain, known as the Viewliner, from 1957 to 1959 (see below). Since 1958, the Washington Park and Zoo Railway in Portland, Oregon has operated a scale, diesel-powered replica of the Aerotrain (dubbed the Zooliner) to transport zoo visitors.
London and North Eastern Railway (LNER) 4496 - British Rail Class A4 4-6-2 Pacific 60008
en.wikipedia.org/wiki/LNER_Class_A4_4496_Dwight_D_Eisenhower
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National Railway Museum, York, England
en.wikipedia.org/wiki/National_Railway_Museum
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Nikon D300 + Nikon Nikkor 18-55mm 1:3.5-5.6G VR AF-S DX SWM aspherical
en.wikipedia.org/wiki/Nikon_D300
www.dpreview.com/reviews/nikond300
en.wikipedia.org/wiki/Nikon_AF-S_DX_Zoom-Nikkor_18-55mm_f...
_DSC9256 Anx2 1400h Q90 f25
The privately-owned Alco PA enroute to Spencer, NC for the Streamliner-Shin Dig is rolling behind the locos of BNSF train Q-SSECHC as it passes through Chana, IL on Sunday morning.
The streamlined, aerodynamic Chrysler Airflow, introduced for the 1934 model year, took wind-cheating design beyond what others had been experimenting with and introduced a raft of other innovative design features as well. Chrysler's attempt to jump ahead of the competition was such a dismal failure in the market that the company's designs became conservative for two more decades.
While most automakers of the day still used wood-reinforced metal bodies on a separate steel frame, the Airflow was a unit body design with a full steel body. The conventional inline eight was forward over the front axle allowing for more interior room and a near 50/50 weight distribution.
The Airflow was ahead of its time in use of aerodynamics, unibody design and many other innovations but it also suffered from major defects that affected reliability. Sales were dismal, though the Airflow models, including a DeSoto, lasted until 1937.
Southern Railway operated Norfolk & Western J-class 4-8-4 modern streamlined Northern steam locomotive # 611, is being cleaned, maintained & serviced in the yard at Atlanta, Georgia, May 1983. The locomotive is being prepared by numerous employees for its next day assignment to a railfan excursion train.
Old Greyhound Bus Station in Jackson, Tennessee. The Art Moderne style building was built in 1938. The Jackson Greyhound station with its blue and white porcelain panels is a great example of the streamlined bus stations built across the country during the 1930s. The station was a "half-way station" due to it being roughly half way between Memphis and Nashville. The last bus used the station in 2018.
The Greyhound Bus Station in Jackson was listed on the National Register of Historic Places in 1993 (NRHP District No. 92001871).
Norfolk Southern operated N&W streamlined J-class 4-8-4 steam locomotive # 611 and tenders are being prepared, maintained & serviced for the next day Railfan Excursion Train trip departing from Chattanooga, Tennessee, October 1989. Hopper cars filled with coal are along side of the locomotive and tender while awaiting the coal to be dumped into the tender with a bucket crane.
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 sits on the second goods line at Doncaster awaiting signal been cleared to off showing the lines of the locomotive's cab section well and the sleek dynamic lines of the livery along the locomotives body and nameplate, rapid, of which it certainly is.
On Friday 10/9/2021, a late 6KA9 (extra SCT intermodal) is seen approaching Hender road, Cooke Plains (SA) with CLF4-csr003-EL60-sct003 in charge. Signal problems between Kaniva (Victoria) & Coomandook resulted in the train taking longer than expected
FS streamlined "Settebello" ETR300 emu train at Milan, working a luxury (first class only) service to Rome - 22/05/1956.
© 2011 - 53A Models of Hull Collection. Scanned from the original 120 format monochrome negative; photographed by the late John C Berry.
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On 3rd July 1938 Gresley Streamlined A4 4-6-2 Pacific No 4468 Mallard hit 126 MPH at Stoke Bank Near Grantham Lincolnshire setting the 'World Steam Record' - which still stands to this day.
In July 2013 as part of its '75th Anniversary' the NRM arranged for all six surviving A4 Gresley Pacifics to be re-united for the first time at York. Presented around the Museum' 'Roundhouse Turntable' in various LNER and BR Liveries were:
Dwight D Eisenhower BR No 60008 and Dominion of Canada LNER No 4489 both which travelled from America and Canada and underwent restoration at the NRM to bring them back to their original liveries, Bittern LNER 4464, Mallard LNER 4468, Sir Nigel Gresley BR 60007 and Union of South Africa BR 60009.
On 13th July 2013, before the Museum opened to the public, I was one of 50 'Lucky People' on an early morning photo - shoot.
Pictured left in LNER Garter Blue is 4489 Dominion of Canada, top right from right to left are in BR Green 60009 Union of South Africa, then in LNER Garter Blue 4464 Bittern, 4468 Mallard and 4489 Dominion of Canada. Bottom right is the actual Dynamometer Coach (Attached to Mallard) that recorded its record breaking run.
It was some spectacle and a great lasting memory.
More steam from the Citi du Train (National Railway Museum) in Mulhouse, France. PLM C-145 (SNCF 220) "Coupe-Vent" semi-streamlined 4-4-0 locomotive of 1900.
More info at: www.antiqbrocdelatour.com/les-anciens-trains-de-legende/l...
There was no denying that the Cord was a seductively styled icon from the streamlined era of automotive design. It was a case study in "Form Follows Function", seamlessly flowing from hood to tail.....ready to fly as effortlessly as its figurehead.
This loco's color scheme was provided by my Meramec River Runner, which kinda mirrors the paint-job of the Empire State Express and the streamlined styling of the 20th Century Limited 4-6-4 Hudson's of the old New York Central. The model's workings were inspired by the two Dreyfuss Hudson locomotives by Anthony Sava, although no instructions were used to build it, I did it all from pictures and my own imagination. (Read: it's not an exact copy, and doesn't pretend to be one.)
Built in 1938 by architects Samuel Lipson (1901-1996) and Peter Kaad, the Hastings Deering building (now housing a Woolwoths supermarket) represented the latest trends in European ‘International Style’ of architecture. The building was a new corporate headquarters for Hastings Deering Ltd., a name synonymous with the motor industry and Ford vehicle sales and service for over 60 years. The building featured spacious car showrooms, fully-equipped workshops and office space. Occupying an island site between Crown and Riley streets, Sydney, it cost approximately 125,000 pounds to build.
“With no attempt at grandiose, this building may be regarded as an excellent example of modern commercial architecture. Straight forward, efficient – functional, if you like – it is admirably suited for the purpose … it undoubtedly adds an important new architectural contribution to the city of Sydney.” Building, 26 April 1938
Streamlined and modern, the building pioneered a number of design and structural innovations in Sydney at the time. The elevations were simple horizontal bands of walls and steel framed glazing, and the rounded columns were set back from the external walls, so as to emphasise the sleek curved lines.
A revolutionary system of banked spiral car ramps for cars to enter the building and move efficiently between floors, made the best use of limited space on the site. Large flat floor slabs on each level and coffered ceilings were supported by mushroom-headed column construction.
Source: State Library
LNER Gresley streamlined 4-6-2 No. 4498 'Sir Nigel Gresley' is seen here approaching Lincoln Central on the Sleaford line. Brush Type 4 D1935 [named 'Roger Hosking MA 1925-2013'] is doing the honours providing train heat at the back of the train :)
The loco was working 1Z70 Lincoln Christmas Express excursion from Ealing Broadway, to coincide with the Lincoln Christmas Market - unusually, the loco was turned out in drab black finish, as she would have appeared during the Second World War. A colourful collection of coaches, including a Pullman kitchen car, was in the rake of 11. The tour had been held up on the way, and was running 40 minutes late on arrival!
Note the rather impressive crowd that had amassed on Pelham Bridge to view the arrival :)
LNER Gresley 4-6-2 No. 4498 'Sir Nigel Gresley' was built by the London & North Eastern Railway in 1937. The locomotive was named after the company's then Chief Mechanical Engineer. In 1935 the LNER introduced the streamlined A4 Class locomotives to improve the speed of their trains and compete with the increased competition from road transport. Initially introduced to haul the new Silver Jubilee express between London and Newcastle, the class was an instant success, with 2509 Silver Link, setting a new British speed record of 112 mph on the first press run! In 1936 this was bettered by Silver Fox, another A4 Class Locomotive, before in 1938 a further member of the class, number 4468 Mallard, set an all-time world speed record for steam traction of 126 mph.
During its working life Sir Nigel Gresley was mainly allocated to King's Cross depot, often known as 'Top Shed' and worked King's Cross to York, Leeds, Newcastle & Edinburgh expresses. In the 1960s the locomotive moved to Scotland and hauled the Edinburgh to Aberdeen trains until withdrawal in 1966.
Thirteen years earlier, in 1959 the locomotive had set a post-war world speed record of 112 mph when working a special train from Doncaster to London, and as such was ear marked for preservation. The A4 Preservation Society, now a registered Charity, the Sir Nigel Gresley Locomotive Trust, successfully purchased Sir Nigel Gresley and moved the locomotive to Crewe for overhaul. 'Sir Nigel Gresley' has enjoyed periods of mainline activity since 1967. [Info courtesy of Steam Dreams]
See here for tour details:
www.railadvent.co.uk/events/steam-dreams-london-to-lincol...
and here for the timings: www.realtimetrains.co.uk/service/gb-nr:U64323/2022-12-02/...
You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/
The Apple IPod Shuffle exemplifies minimalism in its tiny, elegant streamlined design. It weighs only .44 oz. (12.5 grams), and features 2 GB of storage ! I clip mine on my lapel when I'm out walking, and sometimes sing along (when I think no one is nearby...)
www.apple.com/ipod-shuffle/specs.html
I had to use my older Canon EOS 7D for this image, because my 60mm macro lens is an EF-S lens and cannot be used with the 5D Mark III full frame camera. Two of my collection of 6 lenses are EF-S lenses, but I don't intend to replace them, as I'm sure the 7D will still see regular use.
I set up a mini-studio on my desktop in front of the bay window, with a 12"x12" marble tile for the surface, a gold colored poster board for the background, a light on a stand with an umbrella to camera left, and the camera on a tripod. I messed around with various focus modes and f stops, and used the 2 second timer to eliminate camera shake since focus is so critical in a macro image. 75-100 shutter clicks later, I settled on my favorites!
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.
The sober dashboard was easy to convert into a RHD version.
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.
Original first reg. number: June 30, 1936 (according to RDW, but that's not correct).
New Dutch pseudo-historical reg. number: April 20, 2009.
With current owner since June 22, 2024.
Seen in car museum Visscher Classique. It's a new car museum originated from a large car collection of director Henk Visscher, mixed with a lot of passion and ambition.
The collection focuses on the French brands that fall under the Stellantis group (formerly PSA).
More info: visscherclassique.nl/museum/
Buren, Visscher Classique Car Museum, Schuilheuvelstraat, Aug. 5, 2023.
© 2023 Sander Toonen Halfweg | All Rights Reserved
The history of the base ZIL-111 started in 1956. ZIL-111D with a body "convertible" is a modified ZIL-111G with a body "limousine" produced since 1962, which in turn was a modification of the basic model ZIL-111.
The first car to receive the (still unofficial) this index was constructed in 1948, the ZIS-110M number 5. He is the only five cars in this series had a streamlined body with a single pontoon sidewalls, similar in appearance to the body "Packard Clipper" in 1947. Second ZIS-111 "Moscow" appeared in the early 1950s, he was a creation of designer Valentin zilovskogo sprout. It was built only two or three copies, one of which was shown at the Exhibition of Economic Achievements. At the exhibition visitors, this car did not cause great pride in the domestic auto industry. Frankly American car-like "Buick" of the late 1940s, nothing but a big bird on the hood, did not attract attention, and generally looked mediocre.
In the early 1950s in the American automotive industry has arisen a tendency to change the annual lineup. As a rule, these changes were only the exterior and interior, chassis remained the same for several years. Keep up with such a rapid fashion could not even Europe, not to mention the Soviet Union with its planned economy. Indeed, the car just did, put on the conveyor belt - and the next year to change all the seals, snap-in, spend millions of rubles for the sake of fashion. The only solution here was to create a machine progressive enough to "margin of safety" was enough for a few years.
Knowing this and seeing that the plant itself could not find a worthy replacement for veteran ZIS-110 ZIS leadership decided to hold a competition to create a project perspective the car - ZIS-111 new generation. Among a number of proposals liderovali two projects already built by ZIS-111 "Moscow" sprout and experienced car with the outline of "Packard" 1955 model year, a young designer from the LM Yeremeyev.
It was a clash of different schools, different approaches: a, zilovskogo, and another, dared to revise established views of the plant. Battles have been hot. ZIS sprout had already been built and almost ready to launch into production, but the option Eremeeva turned much more fresh and sovremennym.V finally won Yeremeyev. After the germ left the factory.
In 1956, a design project Yeremeyev was embodied in the life-size clay. In 1957, a new car under the name of ZIL-111 was released (in 1956, died IA Likhachev, and the plant was renamed in his honor). In a metal machine was a beautiful, yet rigorous. The front part was like at the same time, "Packard" and "Mercury" 1955-1956 period, while at the same time, comparing favorably to both of them. A much more elegant than the "Packard", and more representative than the "Mercury", he became the personification of the Soviet Union period, thaw. Large glass area and a panoramic windshield missed a lot of light into the cabin. Located on the side molding and sagittal "gill slits" are copied from the "Imperial" in 1956 (on a batch molding ZIL-111 was replaced by a figure known to us gulls). The rear portion was done in the style of "Packard." Large vertical lights, covered wings, reminiscent of the arches of Gothic cathedrals.
In 1958, with some modifications ZIL-111 went into the series. The designs of the ZIL-111 was not just a step forward compared to the ZIS-110, it was a real breakthrough. ZIS-110 was a design in 1941 and ZIL-111 is fully consistent with the requirements of 1955. During this period the automobile world of America has replaced three basic models, and by 1955 in the technological sense of the early machines of the 1940s has disappeared. New ZIL, like its predecessor, remained framed machine, this is probably where the similarities end there. New gasoline V-shaped eight-cylinder engine with a cast iron block and aluminum cylinder heads weighed 350 kg and gave 200 hp (ZIS-110 - 140 hp).
For the first time on a serial domestic car was installed two-speed automatic transmission with push-button control. The car was much lower. Due to the increased width of the bodywork and interior remodeling space in the car became more, respectively, the passengers could accommodate much more comfortable than its predecessor.
In 1959, the series went to changed ZIL-111 with the installation of domestic air-conditioning, called ZIL-111A. Cooled air conditioning and reduced humidity in the cabin when the outdoor temperature exceeds 18 ° C. The engine ZIL-111A also has an index, "111A" - it was connected with the installation of the compressor and some changes in the design of the drive components. Externally, ZIL-111A can be distinguished on the back nepanoramnomu glass, it was done in conjunction with the installation of the sides of the rear window air conditioner.
In 1960 appeared convertible ZIL-111V: big seven-seater had a canvas awning and 4 side lifting windows in chrome frames. The rise of the windows, as well as the rise of the curtain, implementation-lyalsya through a hydraulic drive. Tent, as in chaise ZIS-110B, in the folded position is covered by a decorative leather cover, and additional seating - straponteny - had double back with equal halves. Special gray convertible ZIL-111V changed carriages at parades ZIS-110B. Convertibles "111V" issued three years before putting on stream next modification ZIL-111G.
There is a version that the next change in the appearance of the vehicle was conducted at the request of Khrushchev, who noticed that the car is head of state (ZIL-111) does not differ from machine chairman executive committee (GAZ-13 "The Seagull"). In 1961 he was a prototype car, which is similar in form to the "Cadillac", but for unknown reasons, the series did not go. In the same year the car has undergone yet another facelift, and took its final form. The car went into production in 1962 and was called ZIL-111G. In fact, this is the same, "111A" with air conditioning, but with modified external forms. Starting with the ZIL-111G, air-conditioning became standard equipment and is not designated as a separate model of the plant. Externally, ZIL-111G is not copied any particular car, and was fully established factory designers, albeit with an eye to the American automotive industry trends. At the "111G" was used chetyrehfarnaya lighting system front and rear. And two round rear lights have been borrowed from the ZIL-118, "Youth". The front and rear of the car have been completely changed. The central part is the same, except for the outer door panels, stylized in accordance with other external changes. The sidewall of the machine reappeared sagittal molding that goes from the big corrugated lining behind the rear wheel arches. Uppercase words "one hundred and eleven Zeal" on the rear wing gave way to a laconic "ZIL-111." On the radiator grille has disappeared with bas-relief image of a seagull Yuri Dolgoruky, but instead of a shield, stylized medieval tower with an inscription at the top - "ZIL", and at the bottom - "111" there was a simple inscription "111" with diverging rays. In the back of the emblem in the form of the same shield with radiating been replaced individually mounted letters "W", "U", "L". Due to the changes required a new bumper jack: the old captured the special eyelets in the bumper, the new well was placed under the vehicle frame. Instead of manually screw jack ZIL-111 was designed and built pedal mechanical folding type jack 2E111G jack "Cadillac" of 1961. The same jack, with minor modifications, all future manned cars ZIL.
ZIL-111D appeared in 1964 as a modification of the ZIL-111V with the forms of ZIL-111G. The first automobile ZIL-111D chassis number 82 was collected in July 1964. It was installed upgraded brakes. The awning was a soft top ply fabric stretched over the arches and lateral levels of the framework. Each tent is individually adjustable frame units to ensure trouble-free operation. Fabric awning was attached with nails to the cardboard inserts front bar, rear arches and rear side belt body. To shape and further stretch an awning had padded jackets side. Inside the transverse arch were closed to them suspended upholstery, has a longitudinal rubber bands, which protects the fabric from sagging during raising and lowering the canopy. In the back of the tent was provided a window of a flexible plastic film, which was attached to an awning on three sides with zips. The window could detach and drop down. Tent rose and fell with elektrogidravliche-ray drive. The whole process of raising and lowering the canopy occupied 7-7.5 seconds. To fix the canopy in the raised position had lever locks and latches. Lever locks your brackets to the front awning bar and catch on the corresponding recesses in the bracket is fastened to the top of the wind frame. On rack locks were locking pins, which when lifting the tent included in the special slot in the bracket, fixed to the wind frame. Pins, clips were used to prevent lateral displacement of the tent. When folded tent fit into the slot and the closed cover, which is fastened to the outside of the body with the buttons, and the inside of the pawned between the awning and the rear seat and fasten to the inner sidewalls buttons. To shape the bags under his tent folded stacked lightweight bag, made of porous plastic. In the raised position canopy cover was removed and stacked in a special envelope, and the pillow and contracts evolved a special belt. Pillows and envelope stored in the trunk.
In electrical ZIL-111D match predecessor, ZIL-111V. The differences could be traced, perhaps, only in radio. On ZIL-111, 111G and 111V was a radio-13M, kabrioletny version of which was different from the basic lack of remote control, instead using the volume control the rear speakers. Was different device antennas. On ZIL-111V was two antennas, two telescopic, located on the hind wings. They were nominated by hand, and the reception was possible only if nominated by the antennas, which caused some discomfort. At buggy ZIL-111D designers installed a new radio AR-61-2-A and improved antenna, leaving one with the electric lift telescopic. It was situated in the rear left wing and worked in both the raised and lowered in the state, but with a smaller number of programs adopted and the sound volume.
Cars ZIL-111D was carried out in 1964-1967, respectively. During this period, was made about eight cars. Three of them were used for the parade and had a complete set of additional radio equipment, special handles and a set of flagpoles. Others were used as a government gigs for special trips. Compare convertible ZIL-111D with any foreign counterparts is difficult, because the ZIL was the only plant that as the base car did notchback limousine, sedan and wagon were made based on it. Seven-seater convertible, which is stored in the Club cabriolets and roadsters in Moscow, is made as a whole, that is not longer "stretch" as the wedding in Lincoln, a model for a whole frame of its own configuration. Similarly, a car with a big stretch to be called "Lincoln Continental" 1961 model year. Based on this gig with the swinging doors of specialized bodywork company was established long gig. Unfortunately, this car after the murder of President Kennedy got him notorious, and the release of the model was discontinued. However, here we compare ZIL-111D with a "Lincoln" would be incorrect, as "Lincoln" also "stretch" to the same unit, built by special order.
ZIL-111D, owned by the Club now cabriolets and roadsters, was once presented to the General Secretary of the CPSU Leonid Ilyich Brezhnev, leader Eric Honecker of East Germany - everyone remembers the "political kiss" between the two politicians, who was depicted on the Berlin Wall. It is on this car in 1974, met with Fidel Castro and Brezhnev, who came to East Germany with a visit of friendship, love a fast ride in a convertible with Comrade Honecker. Typically, the ZIL-111D softly and gravely walked in a motorcade escorted by motorcyclists and "thirteen", "Gull". After German unification and the removal from power Honecker some of its cars sold under the hammer. At the international exhibition in Brussels car was awarded the honorary diploma. Subsequent cars: ZIL-114-117 (1967-1976 years)
ZIL-111 all models was unquestionably reliable, stable on the road, with a great resource units, but the 50th anniversary of the October Revolution, he prepared a replacement - a new limousine ZIL-114. Drawn as a ruler, this machine represented the rational plane style of the late 60s. Engine with aluminum cylinder block was lighter and more compact than the ZIL-111, with a working volume increased from 6 to 7 liters, and power - from 200 to 300 liters. with. And the device ZIL-114 was a lot of unusual for the then Soviet vehicles: all-wheel disc brakes, height-adjustable steering column, front suspension besshkvornevaya on torsion bars. Equipment cabin was selected individually to taste this or that leader. In the early 70's at ZIL-114 appeared modification - Five sedan ZIL-117, along with almost the same, "Chaika" GAZ-13. Long ZIL-114 was the basis for universal emergency medical care, and "short" ZIL-117 - for a two-door convertible parade.
[Text from Blog "Russioan Traditions" - ZiL 111 - A Government Car]
russki-ya.blogspot.com.au/2011/11/history-of-base-zil-111...
This Lego miniland scale ZiL-111 Limousine (1958) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 66th Build Challenge, - "Behind the Iron Curtain" - a challenge to build a vehicle from countries with Communist Governements.
The college is made up of Internet images from the creative mind of Sasha Selipanov. The automotive concept shown here is of a 2019 Porsche 911 designed by Sasha Selipanov. He is currently the Chief Designer, Global Advanced Design for Genesis and has worked for the automotive firms of Mazda, VW, Lamborghini, and Bugatti. The below is Sasha’s comments on his concept of the 2019 Porsche 911.
“Porsche 911... not an easy volume, not a generic good-looking coupe. The last few generations (997 and 991) have become very streamlined and have ironed out a lot of the quirkiness of the older models. I tried to re-capture some of the frog-like character in the stance of the car and also in the architecture of the face. Sculpturally the idea was to go back to the original 911 bodyside, less turbo arches and more a continuous soft shoulder development. Having said that, I did not want to end up with a conventional 996 style bodyside, I tried to find a more modern section development through the door a bit inspired by the fantastic Mazda RX vision. All in all, 911 was never my favorite car but I really enjoyed playing with this model and it proved to be a difficult but rewarding exercise.”
Beyond being a styling exercise, the distinctive streamlined front end of the Gresley A4s was proven to be highly effective at smoke lifting. This improved visibility for engine crews, negating the need to fit smoke deflectors. Such was the success of the A4 design, that the parabolic wedge shape was also adopted for rebuilds of the LNER's P2 2-8-2 and W1 4-6-4 classes, as well as two specially-shrouded B17/5 4-6-0s.
The smooth outline is emphasised in this backlit shot of No.60007 'Sir Nigel Gresley', reversing out of Wansford shed in mildly volcanic fashion.
Taken on 7th April 2023.
The Stout Scarab is a streamlined car, designed by William Bushnell Stout and manufactured by Stout Engineering Laboratories and later by Stout Motor Car Company of Detroit, Michigan.[1][2]
The Stout Scarab is credited by some as the world's first production minivan,[3] and a 1946 experimental prototype of the Scarab became the world's first car with a fiberglass bodyshell and air suspension.
Background
William B. Stout was a motorcar and aviation engineer and journalist.[4] While president of the Society of Automotive Engineers, Stout met Buckminster Fuller at a major New York auto show and wrote an article on the Dymaxion Car for the society's newsletter.[5]
Contemporary production cars commonly had a separate chassis and body with a long hood. The engine compartment and engine were behind the front axle and ahead of the passenger compartment. The front-mounted engine typically drove the rear axle through a drive shaft underneath the floor of the vehicle. This layout worked well, but limited the passenger space.
In contrast, the Scarab design eliminated the chassis and drive shaft to create a low, flat floor for the interior, using a unitized body structure and placing a Ford-built V8 engine in the rear of the vehicle. Stout envisioned his traveling machine as an office on wheels. To that end, the Scarab's body, styled by John Tjaarda, a Dutch automobile engineer,[6] closely emulated the design of an aluminum aircraft fuselage. The use of lighter materials resulted in a vehicle weighing under 3,000 lb (1,400 kg).[7]
The short, streamlined nose and tapering upper body at the rear foreshadowed contemporary monospace (or one-box) MPV or minivan design, featuring a removable table and second row seats that turn 180 degrees to face the rear — a feature that Chrysler marketed over 50 years later as "Swivel ’n Go".[8]
Although reminiscent of the Chrysler Airflow, streamliner, and the slightly later (1938) Volkswagen Beetle — other aerodynamically efficient shapes, the Stout Scarab was generally considered ugly at the time.[1] Decades later, its futuristic design and curvaceous, finely detailed nose earn it respect as an Art Deco icon.[9]
Innovative features
Front view of Stout Scarab at Stahls Automotive Collection
Rear view of Stout Scarab
The Scarab's interior space was maximized by its ponton styling, which dispensed with running boards and expanded the cabin to the full width of the car. A long wheelbase and the engine directly over the rear axle moved the driver forward, enabling a steering wheel almost directly above the front wheels. Passengers entered through a single, large, common door. A flexible seating system could be easily reconfigured (except for the driver's seat, which was fixed). The design anticipated the seating in modern minivans, such as the Chrysler Voyager and Renault Espace; a small card table could be fitted with the passenger seats as needed. Interiors were appointed in leather, chrome, and wood. Design elements also worked in a stylized ancient Egyptian scarab motif, including the car's emblem. Visibility to the front and sides was similar to that of an observation car, although rearward vision was negligible and there were no rear-view mirrors.[1]
The innovations did not end with the car's layout and body design. In an era where almost everything on the road had rigid axles with leaf springs, the Scarab featured independent suspension using coil springs on all four corners, providing a smoother, quieter ride. The rear-engine-induced weight bias coupled to the coil spring suspension and "Oil Shock Absorbers" endowed the Scarab with "Smooth Riding and Easy Steering on Rough Roads",[7] if not very good handling and traction (even by the standards of the early 1930s, the reputation of the Scarab was one of very poor "blackjack-like" handling). The rear swing axle suspension with long coil spring struts was inspired by aircraft landing gear.[10] The Scarab suspension inspired the later Chapman strut used by Lotus from their Lotus Twelve model of 1957.[10]
The Ford flat-head V8 drove the rear wheels via a custom Stout-built three-speed manual transaxle. The engine was reversed from its normal position, mounted directly over the rear axle and with the flywheel and clutch facing forward. The transmission was mounted ahead of this, reversing and lowering the drive-line back to the axle.[10] This unusual layout would later be repeated by the Lamborghini Countach.
Production
A drivable prototype of the Scarab was completed in 1932, probably the first car to have an aluminum spaceframe unit-construction body. Some frame parts were steel.[11] The second prototype was ready in 1935, with some styling and mechanical changes. The headlamps were set behind a fine, vertical-bar grille, and at the rear, narrow chrome bars curved from the back window down to the bumper, giving the car its Art Deco appearance. The body was changed to steel to reduce cost.[1]
Stout Scarab Experimental (1946)
Stout stated that the car would be manufactured in limited quantities and sold by invitation. Up to a hundred a year were to be made in a small factory at the corner of Scott Street and Telegraph Road (US 24), Dearborn, Michigan.[1] Although the Scarab garnered much press coverage, at $5,000[9] (equivalent to $113,297 in 2024), when a luxurious and ultra-modern Chrysler Imperial Airflow cost just $1,345, very few could pay the hefty premium for innovation. Nine Scarabs are believed to have been built.[12] The vehicles were never produced in volume and were hand-made, with no two Scarabs identical.[4]
Immediately following World War II, Stout built one more prototype Scarab, called the Stout Scarab Experimental.[13][1] It was exhibited in 1946 and was more conventional in appearance, although still equipped with a rear engine. It was a 2-door, featured a wraparound windshield and the world's first fiberglass body. Like its metal counterparts, it too was a monocoque, built up out of only eight separate pieces and featured the world's first fully functioning air suspension, previously developed in 1933 by Firestone. It was never produced.
Legacy
Stout owned and drove his own Scarab, accumulating over 250,000 miles in travel around the United States.[2]
Up to five Scarabs are reported to survive today. A 1935 Scarab in running condition was on display for many years at the Owls Head Transportation Museum in Owls Head, Maine, but was returned to its lender, the Detroit Historical Museum.[4] The Detroit Historical Museum's vehicle was scheduled to be returned to the museum's storage on August 21, 2016, when another car would be rotated into the exhibition....Wikipedia
Katherine Photoshoot
Super Happy Funtime Burlesque Show
Grand Rapids, Michigan
www.superhappyfuntimeburlesque.com
Set #3
This streamlined truck and trailer was built for Labatt's Brewers of Canada, and was displayed at the Great Lakes Exposition in Cleveland, Ohio in 1936.
SSR vintage locomotives, GM 10 and GM 27, running as train D273s are seen working through Callington, 54 km to the South of Adelaide, South Australia, on Friday 16th of February 2024.
The twin GMs worked the AK82 Inspection Train the day before to the Islington Railway Workshops, six kilometres north of Adelaide, and returned to Victoria light engine this morning.
Twin Car 272 seen at Pleasure Beach Blackpool 19/04/14
272+T2 on is one of ten ‘Twin Cars’ created in 1960/1. The power car (272) was rebuilt by Blackpool Corporation from a streamlined English Electric Railcoach of July 1935. The conversion to flat fronted towing car took place between October 1959 and September 1960. Trailer (T2) was built by Metro Cammell of Birmingham and was delivered in July 1960. After use in other formations 272 and T2 were paired from May 1961 and in November 1964 were converted to be permanently coupled with one set of control equipment moved from 272 to T2. This improved their flexibility as they could reverse at crossings, previously they had to reverse at turning circles. The original mainly cream livery was replaced by green and cream with an orange tower.
272/T2 became 672/682 in the 1968 renumbering and continued in use during the summer season – mainly from July to October – with little attention through the 1970s and 1980s. In January 1991 the set was split for works attention which included the first full repaint since 1965! It became the fourth set to gain a new green roof/skirt livery and 672 was also fitted with a pantograph and modified trucks with rubber suspension from a withdrawn OMO tram.
In 2003 672/82 was the first of five sets to have a further refurbishment with heaters, low voltage lighting, retrimmed seats and a full repaint into a new “Metro Coastlines” livery featuring orange and yellow. It retained this until the end of traditional tram operation in November 2011. The tram has been restored to its original livery as 272/T2 and was relaunched on 14 September 2012 as part of the Heritage Fleet.