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This curiously dated streamlined livery was carried by an earlier batch of Tiger Cubs in the Doncaster fleet. Doncaster Corporation resisted the move to rear-engined single-deckers, almost until the end, taking several batches of Roe-bodied Leyland Tiger Cubs and the Royal Tiger Cubs (becoming the only home market customer for the later). This particular example was delivered without the streamlined flash and was later repainted in all-over red with purple and whte graphics in a contemporary style (16-Aug-14).
See my English Provincial Buses album:
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Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 leads a northbound Railfan Excursion Train into tunnel on trip to Oneida, Tennessee, October 1989. Shortly after the photo was taken, I shut the vestibule window while in the tunnel.
A bought this stream-liner today, a bit scarce, only 100 were made by Daeki (Korea) for NPP in 1984. (Photos 1 and 2 are from Brasstrains website)
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.
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.
I train a lot. That keeps me in good shape.I think how beautiful the pose would have been if it had been taken somewhere by the water at sunrise or sunset. But unfortunately, that was not the case.
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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.
Streamlined diesel-electric locomotives such as No. 6051 powered many of America’s finest passenger trains from the 1950s through the 1970s.
Painted in Southern Pacific’s famous “Daylight” of orange and scarlet. No. 6051 entered service on the Southern Pacific Railroad in 1954, pulling famous passenger trains in and out of Los Angeles including the Sunset to New Orleans, the Golden State to Chicago and the Coast Daylight to San Francisco.
This (fictional) 4-8-2 Mountain – type locomotive was built in the mid 1920's by Lima Locomotive Works and was shrouded in a streamlined casing. The engine was numbered 4867 and painted in dark blue with a fluted light bluish gray side stripe on the boiler and light bluish gray box stripe on the tender to keep it in line with the passenger cars of the Missouri Flyer, it's permanent assignment.
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.
From Wikipedia...
The SS Bremen was a German-built ocean liner constructed for the Norddeutscher Lloyd line (NDL) to work the transatlantic sea route. The Bremen was notable for her bulbous bow construction, high-speed engines, and low, streamlined profile. At the time of her construction, she and her sister ship Europa were the two most advanced high-speed steam turbine ocean liners of their day. The German pair sparked an international competition in the building of large, fast, luxurious ocean liners that were national symbols and points of prestige during the pre-war years of the 1930s. She held the Blue Riband, and was the fourth ship of NDL to carry the name Bremen.
Also known as TS Bremen - for Turbine Ship - the Bremen and her sister were designed to have a cruising speed of 27.5 knots, allowing a crossing time of 5 days. This speed enabled Norddeutsche Lloyd to run regular weekly crossings with two ships, a feat that normally required three. It was claimed that Bremen briefly reached speeds of 32 knots (59 km/h) during her sea trials.
[edit] Construction and design
Bremen was built by the new German shipbuilding company Deutsche Schiff- und Maschinenbau AG. She was built from 7000 tons of high-strength steel with 52 kg/mm² (500 N/mm²), allowing a weight saving of some 800 tons on the structure. She was also the first commercial ship to be designed with the Taylor bulbous bow, though bulbous bows of different types had appeared on earlier merchant vessels, such as the SS Malolo of 1926. She was launched at Bremen during the afternoon of Thursday, 16 August 1928 by President Paul von Hindenburg, only one day after the launch of her sister ship Europa at Hamburg. SS Bremen and her sister ship SS Europa were considered for their time as the most modern liners in the world. The high speeds and the comfort and luxury level on board made high demands of technical personnel. Each ship required an engineering crew of some 170 men.
The Bremen while under construction.
As on her sister ship Europa, Bremen had a catapult on the upper deck between the two funnels with a small seaplane, which facilitated faster mail service. The airplane was launched from the ship several hours before arrival, landing at the seaplane base in Blexen.[1]
The boiler and the machine equipment were designed by Professor Dr. Gustav Bauer. Bremen had four airtight boiler rooms. The combustion air for the oil burners of the boilers was blown into the boiler rooms by eight steam turbine blowers. The resulting positive pressure meant that the boiler rooms were only accessible through airlocks. The steam was generated in 20 oil-fired water tube boilers, eleven double-enders and nine single-enders in four banks fired by a total of 227 oil burners. The operating pressure was 23 atm = 24 bar with a steam temperature at the superheater discharge of 370 °C. The maximum steam generating capacity was 500 tons/h. For harbour operation three boilers with their own blower were available, so that during work periods the main boiler airlocks could remain open. The total heating surface amounted to 17,050 m ², the superheater surface 3,875 m ² and the air preheater surface 8,786 m ². The feed water was preheated to 130 °C and the fuel oil consumption was 33 tons/h or 380 g/HP/h or 800 tons/Day, fed from oil bunkers with a capacity of 7,552 tons.
SS Bremen had four geared steam turbines that could generate approximately 135,000 sHP. Each of them had a high pressure, a medium pressure, low pressure and a reverse turbine. In reverse, 65% of the forward power was available. At cruise speed the turbines made 1800 rpm while the propellers made 180 rpm for a power output of 84,000 sHP. The four propellers were bronze and had a diameter of 5,000 mm, pitch of 5,200 mm and weighed 17 tons each. The 230 V electric power on the ship came from four diesel generators with a total output of 520 kW. On board, there were total of 420 electric motors, approximately 21,000 lamps, electric cookers and 20 elevators.
[edit] Blue Riband
Bremen was to have made her maiden transatlantic crossing in the company of her sister Europa, but Europa suffered a serious fire during fitting-out, so Bremen crossed solo, departing Bremerhaven for New York City under the command of Commodore Leopold Ziegenbein on 16 July 1929. She arrived four days, 17 hours, and 42 minutes later, capturing the westbound Blue Riband from the Mauretania with an average speed of 27.83 knots (51.54 km/h). This voyage also marked the first time mail was carried by a ship-launched plane for delivery before the ship's arrival. A Heinkel HE 12, piloted by Jobst von Studnitz, was launched a few hours before arrival in New York with a number of mailbags. On her next voyage Bremen took the eastbound Blue Riband with a time of 4 day 14 hours and 30 minutes and an average speed of 27.91 knots (51.69 km/h). This was the first time a liner had broken two records on her first two voyages.[2][3] The Bremen lost the westbound Blue Riband to her sister Europa in 1930, and the eastbound Blue Riband to SS Normandie in 1935.
[edit] Before World War II
Bremen in 1935
SS Bremen near Bremerhaven 1933. Oil painting by Gustav Lüttgens.
As Nazism gained power in Germany, Bremen and her pier in New York were often the site of Anti-Nazi demonstrations. On 26 July 1935 a group of demonstrators boarded Bremen just before she sailed and tore the German flag from the jackstaff and tossed it into the Hudson River. At the time there was a dual flag law, by which both the black-white-red horizontal tricolour (previously the flag of the German Empire), and the swastika flag were simultaneously official national flags of Germany. As the ship's swastika flag was the one tossed into the river, US authorities claimed that no symbol of Germany had been harmed. On 15 September 1935 Germany changed its flag law, removing the status of the black-white-red flag of imperial Germany with which the Nazis on coming to power had replaced the black-red-gold flag of the Weimar Republic as co-national flag.[2][4][5] The Bremen started her South America cruise on 11 February 1939, and was the first ship of this size to traverse the Panama Canal. On 22 August 1939, she began her last voyage to New York. After ten years of service, she had almost 190 transatlantic voyages completed.
[edit] World War II
On 26 August 1939, in anticipation of the invasion of Poland, the Kriegsmarine high command ordered all German merchant ships to head to German ports immediately. Bremen was on a westbound crossing and 2 days from New York when she received the order. Bremen’s captain decided to continue to New York to disembark her 1770 passengers. She left New York without passengers on 30 August 1939 and on 1 September, coincident with the start of the Second World War, she was ordered to make for the Russian port of Murmansk. Underway, her crew painted the ship grey for camouflage. She made use of bad weather and high speed to avoid Royal Navy cruisers, arriving in Murmansk on 6 September 1939. With the outbreak of the Winter War between Finland and the Soviet Union, on 10 December 1939 Bremen made a dash to Bremerhaven, arriving on 13 December. On the way she was sighted and challenged by the S class submarine HMS Salmon. While challenging Bremen, an escorting Dornier Do 18 seaplane forced the Salmon to dive for safety. After diving, the Salmon's commander decided not to torpedo the liner because he believed she was not a legal target.[6] His decision not to fire on Bremen likely delayed the start of unrestricted submarine warfare.[2]
The Bremen was used as a barrack ship; there were plans to use her as a transport in Operation Sea Lion, the intended invasion of Great Britain. In 1941, the Bremen was set alight by a crew member while at her dock in Bremerhaven and completely gutted. A lengthy investigation discovered that the arson was the result of a personal grudge against the ship's owners, and was not an act of war. She was dismantled to the waterline so the steel could be used for munitions. Her remains were then towed to River Weser and were destroyed by explosives. Some parts of the double hull remain visible to this day.[7
The Rio Grande Scenic Railroad of Colorado began operations in 2006, operating both steam and diesel locomotives in the San Luis Valley. Located 200 miles south of Denver, Colorado, the Rio Grande Scenic Railroad operates out of Alamosa, Monte Vista and La Veta. The original La Veta line of the Rio Grande Railroad was completed on June 22, 1878; with standard gauge track over La Veta Pass.
Historically called the Scenic Line of the World,[citation needed] the train’s connections between Alamosa and La Veta with views of the Sangre de Cristo Mountains and several of Colorado’s 14,000-foot peaks.
The predecessor of the Rio Grande Scenic Railroad is credited for opening the San Luis Valley to the rest of the world by laying tracks across its borders.[citation needed] The town of Alamosa was literally built in one day with buildings transported by the Denver & Rio Grande Railroad in 1878. By 1890, and during the following half-century, Alamosa was the hub for narrow gauge railroading in North America. The railroad departs from the original depot in the heart of downtown Alamosa, where freight trains once delivered ore, lumber, sheep, cattle and farming products, and shipped out agricultural and mining products. Trains from Denver, Durango, Creede, Salida and Santa Fe, New Mexico arrived and departed daily with passengers.
This is for all of you train lovers out there. You know who you are.
Semi-streamlined 4-6-4 built by Montreal Locomotive Works (MLW) in 1938. In 1939, the class became Royal Hudson after No. 2850 pulled the King George VI's royal train across Canada with no need of replacement. The class was in service between 1937 and 1960. Four are preserved.
The 4-6-4 "Hudson" designed by Henry Dreyfuss for the 20th Century Limited is perhaps the most iconic American steam locomotive. It is somewhat less well-known that he designed another, for the Empire State Express. Two J3a Hudsons, 5426 and 5429, were streamlined and given stainless steel sheeting to match their new Budd consists. Unfortunately, none of the NYC Hudsons, including the streamliners, survive today.
My model was intended as an experiment in hybrid Power Functions power for a locomotive. It is powered via the drivers (Big Ben XLs routed to accept rubber traction tires) via the same gearing as Emerald Night, but it can get its electricity from two possible sources. It can accept a PF battery like my other locomotives, but it can also be track powered. I gutted a nonworking 9v train motor (thanks, Cale) for the axles and metal wheels, and built some custom pickups to connect to a standard 9v electric wire. Once the bottom is removed, the 9v train motor may be disassembled without any modifications. The axles just happen to be a hair under 3mm in diameter, and can fit through a technic pin or headlight brick and still move freely. The motor may be plugged directly into this. Initial tests at Brickworld this year proved it can run in both modes pretty well, and I may try this arrangement again in the future.
The valve gear is entirely Cale's design from his K4s with only a few slight modifications
A gleaming stainless steel train car rests at a Lisbon station platform, its horizontal ribbing and polished surfaces reflecting a mid-20th-century design aesthetic. The industrial precision of the carriage contrasts with the cast-iron columns and roof trusses of the historic station, where ornate architectural details meet the raw functionality of modern transport. Through the narrow windows, glimpses of the red-trimmed interior hint at countless journeys across Portugal’s rail network. This composition emphasizes geometry and texture—the rhythm of riveted metal, the interplay of shadows, and the framing of urban buildings beyond—capturing Lisbon as both a city of heritage and forward momentum.
With the weather forcasters saying blue skys+sun all morning,it was all but !
A4 no 60009 catches the sun (JUST!) as it races north passed relly mill viaduct near Durham with the 1Z56 05.45 Huddersfield-Edinburgh on Sat,4th May 2013.
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
This print reads almost like a child’s illustrated primer on speed. Steam locomotives, streamlined railcars, and a jaunty monoplane are each framed in circular vignettes, set against a bold checkerboard that echoes both Western textile design and traditional Japanese pattern logic. The drawing style is flattened and graphic—no attempt at atmospheric perspective—yet the machines themselves are rendered with enough specificity to be recognizable as contemporary marvels. That combination is key: the world is stylized, but the technology is real.
Stylistically, this sits squarely in the orbit of interwar modern design. There is a faint Art Deco sensibility in the geometry and repetition, but filtered through Japanese design principles—clarity of line, controlled palette, and an almost poster-like economy. The circular medallions function like windows onto progress, each isolating a machine as an object of fascination.
For children, and boys in particular, this is aspirational imagery. It is not fantasy in the fairy-tale sense; it is fantasy grounded in the present and near future. Japan in the 1920s–30s was rapidly industrializing and looking outward. These motifs introduce the child to a world defined by motion, engineering, and national advancement. Clothing becomes a kind of wearable narrative: one literally wraps the child in images of modernity.
For Japanese children, this had an additional layer. Unlike Western nursery imagery, which often lingered on pastoral or storybook themes, these prints align the child with the forward thrust of the nation. The locomotive and airplane are not just toys—they are emblems of participation in a modern, technologically capable society.
These lively prints, with their trains, automobiles, aircraft, and airships, were almost certainly produced by hand, though not in the sense of a single artisan painting each garment freehand. Rather, they belong to a highly skilled workshop tradition in which repeatable designs were executed through labor-intensive processes. The most likely technique is katazome, a method of stencil resist dyeing in which a rice paste resist is applied through finely cut paper stencils, then the cloth is dyed in successive stages. Each color requires its own stencil and careful alignment, so while the pattern can be repeated across the fabric, the work itself remains manual, precise, and time-consuming.
The visual character of these textiles reflects that method. The motifs are crisp and clearly bounded, the color fields flat but subtly varied, and the internal line work fine enough to suggest stencil cutting rather than mechanical printing. There is a slight liveliness to the surface, a sense that the dye has been absorbed into the fabric rather than laid uniformly on top of it. This distinguishes the cloth from industrial roller printing, which by the interwar period was widely available but tends to produce a more even and impersonal result. Here, the hand is still present, even as the imagery celebrates machines.
That tension is part of what makes these garments so compelling. They depict the newest forms of transportation, emblems of speed, engineering, and global modernity, yet they are realized through techniques rooted in preindustrial craft. The result is not a contradiction but a synthesis. The child who wore such a kimono was literally wrapped in images of the modern world, but that world was filtered through a disciplined, tactile process that maintained continuity with Japanese design traditions.
These textiles also occupy an intermediate position in production. They are neither unique works of art nor fully industrial products. Instead, they represent a form of controlled repetition, in which skilled artisans produced multiple examples of a design without surrendering the nuances of handwork. This aligns with their function as children’s garments. They needed to be durable, legible, and appealing, yet they also carried cultural weight, introducing the child to a visual vocabulary of modern life.
Seen in this light, the method of production reinforces the meaning of the imagery. The machines are modern, but they are not alien. They are rendered in a way that is orderly, approachable, and integrated into a broader aesthetic system. The cloth does not simply display trains or airplanes. It domesticates them, making them part of the patterned world the child inhabits.
Best viewed Original size.
Busy time at Princes Risborough station with platform space shared by a Thompson LNER class L1 2-6-4T, a GWR streamlined railcar and what looks like a 57xx (8750 sub-class) 0-6-0PT - c.1957.
Can anyone suggest what working each might be working?
© 2016 - 53A Models of Hull Collection. Scanned from the original 120 monochrome negative; photograph by the late James S Doubleday.
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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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Two model cars from the modern looking streamlined Peugeot 402 series. They are on display in classic car museum Visscher Classique, Buren.
The 402 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.
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
Streamlined and pretty passing NS Tower in Lima Ohio where we catch a northbound mail train or not much of a "Passenger Train" is this a second section of the "Cincinnatian" ?
The Baltimore & Ohio's class P-7 Pacifics were known as the "Presidents." Delivered by Baldwin Locomotive Works in 1927, they originally bore the names of the first 21 Presidents of the United States (the two Adamses sharing one locomotive). They had 80-inch drivers, 27x28-inch cylinders, and 230 p.s.i. of boiler pressure. Their grate area totaled 90 square feet, and they produced 50,000 pounds of tractive effort. In the late 1930s No. 5304, President Monroe, was streamlined for service on the B&O's Royal Blue between Washington and New York. The bullet-nosed streamlining by famed designer Otto Kuhler became the model for a popular American Flyer toy electric train.
After World War II the B&O streamlined Nos. 5301-5304 for service on the Cincinnatian between Washington and Cincinnati; the train was shifted to a Detroit-Cincinnati run in 1950. The Cincinnatian streamlining could be considered more tasteful than the more pronounced "bullet" style of the Royal Blue. As rebuilt, No. 5304 was reclassified P-7d; other modifications included an enlargement of the evaporative heating surface to 3845 square feet, with 950 square feet of superheating surface. The locomotive weight was 316,000 pounds. No. 5304 was displayed at the Chicago Railroad Fair in 1948. In this picture the locomotive was named for the former President Monroe
The Cincinnatian was a named passenger train operated by the Baltimore and Ohio Railroad (B&O). The B&O inaugurated service on January 19, 1947, with service between Baltimore, Maryland and Cincinnati, Ohio, essentially a truncated route of the National Limited which operated between Jersey City, New Jersey and St. Louis. This route was unsuccessful due to the thin population along the line, and the route was changed on June 25, 1950 from a Baltimore-Cincinnati daylight schedule to a Detroit-Cincinnati daylight schedule where it would remain until the creation of Amtrak. On this new routing, the train sets became successful almost from the beginning. The Cincinnatian on this route used many mail cars, which contributed to the route's success.
History
The Cincinnatian is most famed for its original dedicated equipment, rebuilt in the B&O Mount Clare Shops. The design work was done by Olive Dennis, a pioneering civil engineer employed by the railroad and appointed by Daniel Willard to special position in charge of such work for passenger service. Four P-7 "president" class Pacific locomotives (5301-5304) were rebuilt and shrouded as class P-7d, with roller bearings on all axles and larger six-axle tenders. Older heavyweight passenger cars were completely stripped and rebuilt as streamliners. The livery used the blue and gray scheme designed by Otto Kuhler, which Dennis laid on the engine and tender in a pattern of horizontal stripes and angled lines.
In 1970 and 1971, the Cincinnatian was the only B&O train on the Cincinnati-Detroit route. The trains no longer offered checked baggage, as passengers had to carry their own luggage on and off the coaches. Service ended on April 30, 1971. When Amtrak took over service on May 1, 1971, it did not continue operating any of B&O's remaining passenger routes.
Steamranger operated steamtrains working the Adelaide Hills near Blackwood hauled by Northerner SAR 520
© Henk Graalman 16000
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
“LONG JOHN” STREAMLINED DRAGSTER
Monogram – PC59
1/22 Scale – 1960
Art by Bob Korta
Monogram issued a second version of this kit with an electric motor.
Streamlined art deco van. This design is a slightly modified version of Flickr user snaillad's van, which you can find in his photostream. I wanted to do a different colour and add a more rounded rear - and I think I achieved the last part quite nicely. First created in MLCad, then built with real bricks.
This is a scale model from this amazing book:
Streamlined Dreams
Ten Amazing Unbuilt Automobile Designs, 1916–1939
by Jared A. Zichek
Retromechanix Productions, 2017
102 pages, CAD color illustrations, softcover
ISBN-13: 978-0996875424
Book review:
Styling the Future.
LMS streamlined Princess Coronation Class 6229 4-6-2 Duchess of Hamilton in the main hall at the National Railway Museum.
Their detractors called the casing an upturned bathtub which I suppose is not hard to see but from this angle I think they look great. The Art Deco Go-Faster stripes are classic.
1930's Micheline streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. These cars utilized a set of special flanged rubber tires with aluminum safety rings inside.(see the 3rd and 4th photos in this set) The concept was also trialed in America, see this interesting page on the Classic Streamliners website:https://www.classicstreamliners.com/rpc-budd-michelin.html,
A very interesting film from the Micheline archives about their rubber-tired railcars can be found here: www.michelin.com/eng/innovation/fields-of-innovation/tire...
Another great Czech streamlined design was the fabulous T600 fastback saloon.
It was based on the revolutionary design of the 1933-1938 T77/T77a and its derivatives by Hans Ledwinka.
To my opinion the T600 is one of the most beautiful but rather underestimated car-designs.
The design team consisted of Josef Chalupa,
Vladimír Popelář, František Kardaus and Hans Ledwinka.
1952 cc 4 cylinder air-cooled boxer engine.
1180 kg.
Production period 1947-1952.
This car was for sale in Ostrava (CZ) since April 11, 2017. The price was on demand.
Found on rajveteranu.cz (April 12, 2017).
Original photographer, place and date unknown.
© 2017-18 Rajveteranu/Sander Toonen Amsterdam | All Rights Reserved
Talbot Brooklands Special (1933) Engine 2969cc S6 OHV on 335
Owned by Cecil Schumacher
Registration Number JJ 570 (London)
TALBOT SET
www.flickr.com/photos/45676495@N05/sets/72157623918911117...
With streamlined racing body. this streamlined Brooklands Special, was built on the chassis of a 1933 Talbot 95 saloon
Powered by a Georges Roesch designed six cylinder engine stretched to 3 litre with Zenith downdraught carburettors.
Note when circuit racing, this car runs without the cycle wings
Diolch am 96,938,357 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 96,938,357 amazing views, every one is greatly appreciated.
Shot 07.08.2022, at the VSCC Prescott Speed Hill Climb, Prescott, Gloucestershire REF 162-581