View allAll Photos Tagged streamlined
A Streamline Western paperback!
Originally published in hardback with this artwork in 1939 by Phoenix Press!
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.
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
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.
The Peugeot 402 is a large family car produced by Peugeot in Sochaux, France, from 1935 to 1942. It was unveiled at the Paris Motor Show in 1935,[3] replacing the Peugeot 401.
The Peugeot 402 stands out in automotive design by its very streamlined, but also still somewhat Art Deco styling, strongly influenced by that of the 1934 Chrysler Airflow; especially the low-volume 402 Darl'mat coupé is viewed as distinctly Art Deco. Peugeot's 402 took it two steps further, however: the grille has an even more pronounced rake, but most importantly, Peugeot brought the headlights to the center, behind the grille, and in front of the radiator, sixteen years before the 1951 General Motors Le Sabre concept car. Contrary to Chrysler's Airflow, the Peugeot 402 wasn't a sales flop.
Furthermore, the 402 Éclipse décapotable, made in collaboration with Pourtout coachbuilders, was one of the world's first convertible hard-top production cars.
Peugeot 402 Eclipse décapotable (1938)
Despite being introduced some thirteen years after the demise of the 402 during World War II, the Peugeot 403 was clearly intended as the 402's successor, given that after the war, the market first needed cheaper and smaller, more frugal cars. Peugeot saw this and thus focused on their 202 and 203 models during the late 1940s and early 1950s.
A conservative innovator
The 402 was characterized by what became during the 1930s a "typically Peugeot" front end, with headlights well set back behind the grille. The style of the body was directly modelled on the Chrysler Airflow, which was seen as revolutionary at the time. Peugeot bought one or two Airflows to dissasemble and study. Thus, the 402 received the soubriquet: 'Fuseau Sochaux' in France – this loosely translates to the "spindle or axis of Peugeot's main plant in Sochaux". Streamlining was a feature of French car design in the 1930s, as can be seen by comparing the Citroën Traction Avant or some of the Bugattis of the period, such as the Type 57, with predecessor models such as the Citroën Rosalie. Peugeot was among the first volume manufacturers to apply streamlining to the extent exemplified by the 402 and smaller Peugeot 202 in a volume market vehicle range.
Recessed ‘safety’ door handles also highlighted the car's innovative aspirations, as did the advertised automatic transmission and diesel engine options. Comparisons with Citroën's large family car of the time, the Traction Avant were and remain unavoidable. In that comparison, the basic underpinnings of the 402 remained conventional, based on known technologies, and presumably were relatively inexpensive to develop and manufacture: it was Citroën that in 1934 had been forced to sell its car manufacturing business to its largest creditor, Michelin. Sticking to a traditional separate chassis configuration also made it much easier for Peugeot's 402 to be offered with a wide range of different bodies.
The amount invested in developing the car and in tooling up to produce it, as well as the aggressive way in which it was priced, suggest that Peugeot always intended the 402 to be a big seller by the standards of the time. Nevertheless, it was also a big car at the high end of the volume car market, and in advertising material of the time Peugeot evidently thought it important to highlight one or two tempting standard features, such as the twin windscreen wipers powered by their own electric motor, the semaphore-style trafficators, the clock included on the instrument panel, the twin sun visors and the switchable reserve section of the fuel tank.[4]
The range
Some sedans were converted into pickup truck and van versions, during and after the war.
Even by 1930s standards, the range of different 402 models based on the single chassis was large, comprising at one stage, by one estimate, sixteen different body types, from expensive steel bodied convertible cars, to family saloons which were among the most spacious produced in France.
An aspect of the all-steel car bodies that became mainstream among the larger European automakers in the 1930s was the very high initial cost associated with the heavy steel presses and the dies needed to cut and stamp pressed steel sheeting into the panels that, when welded together, would form a sufficiently rigid and robust car body. The wide range of car bodies was therefore carefully devised to maximise the sharing of panels between the different body variants listed.
Three chassis lengths
There were three different standard wheelbases of 2,880 mm (113 in) (short), 3,150 mm (124 in) (“normal”) and 3,300 mm (130 in) (long).
2,880 mm (113 in) “short” wheelbase (1937-1940)
When the 402 was launched in 1935 there were just two chassis lengths, but for 1937 the manufacturer added a third “short” chassis, inherited from the short-lived Peugeot 302. The short chassis was used from 1937 for the Peugeot 402 Légère (“light-bodied”).[5]
The Peugeot 402 Légère was first exhibited in July 1937 and was featured on the Peugeot stand in place of the Peugeot 302 at that year's October Motor Show.[5] The car combined the 2,880 mm (113 in) wheelbase and body from the Peugeot 302 with the larger 1991 cc engine of the Peugeot 402.[5] Whereas the 302 had produced a maximum output of 43 hp (32 kW) at 4,000 rpm, maximum power for the 402 Légère was listed as 55 hp (41 kW) still at 4,000 rpm.[5] That translated into a difference in listed top speed between 105 km/h (65 mph) and 125 km/h (78 mph).[6] The simple formula of combining one existing bodyshell with another engine that was also already in production enabled the manufacturer to produce an attractively brisk car with minimum investment. Approximately 11,000 were produced.
From the outside the 402 Légère was initially virtually indistinguishable from the 302.[5] However, on the front grille, whereas on the 302 the hole for the starting handle corresponded with the central digit in the car's name spelled out on bottom part of the front grille, on the 402 Légère it was necessary to position the hole for the starting handle below the “402” name badge because the engine itself was positioned very slightly higher.[5] An improvement over the 302 available to the driver, albeit only at extra cost, was the option of a Cotal pre-selector transmission, which could be controlled using a selector lever positioned directly behind the steering wheel, so that the driver needed to move his/her hand only minimally in order to change gear.[5]
Although sources tend to refer to the 402 Légère as a single model, there was nevertheless a choice of at least three bodies.[7]
Priced at 24,900 Francs in October 1937 was the four door “402 Légère berline” (saloon/sedan) using the body already familiar from the 302.[5] Not yet ready for presentation at the 1937 show, but nevertheless already priced (at 30,900 Francs) and advertised was the 402 Légère “coach”, which was a stylish thinner looking 2-door four seater car shaped somewhere between a sedan/saloon and coupe, with “glass on glass” side windows (allowing for the possibility, with the windows open, of a “pillarless” side profile) and front seats that tilted to permit access to the adequately spacious rear of the passenger cabin.[5] Represented at the motor show by a prototype which differed in certain details from the cars that actually appeared a few months later was the 402 Légère “décapotable” (soft-top convertible), priced at 31,900 Francs.[5] Both the “coach” and the “décapotable” bodied cars featured a slightly more streamlined look than the “berline”, and their stylishness was enhanced by “spats” covering the upper portions of the rear wheels.[5]...Wikipedia
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
This streamlined wonder changed BMW's rather stodgy image overnight.
Here we see a French registered example on a BMW owners club visit to Coventry Transport Museum in the August of 2014.
The sleek, streamlined A-ROSA ships are elegantly designed to ply some of the world's most historic and storied rivers, offering travellers an informed, intimate experience of Europe's most beautiful riverside cities, villages and landscapes
To all who visit and view, and – especially – express support and satisfaction: you are much appreciated!
Es dürfen innerhalb des entsprechenden Streckenabschnitts nur solche Fahrzeuge ihre Fahrt fortsetzen, die mit einer Sprechfunkanlage ausgerüstet sind, dies wird von der Wasserschutzpolizei überwacht
__________________________________________________
Rhine River – Album Description – Mainz, Germany – 2017DEC31:
I was super thrilled to get a river view room!
The Rhine glistened New Year’s Eve, day/night, 6 floors below.
I saw two events from my window, a River Plunge & fireworks!
My photo favorites: cruise boats docking/leaving, & solar halo.
The best of 1121 photos on this layover are in an 8-album set:
• Mainz, Germany – 2017DEC31 – Rhine River
• Mainz, Germany – 2017DEC31 – River Plunge
• Mainz, Germany – 2017DEC31 – Old Minster Church
• Mainz, Germany – 2017DEC31 – Shopping Centers
• Mainz, Germany – 2017DEC31 – St. Quentin's Church
• Mainz, Germany – 2017DEC31 – Market
• Mainz, Germany – 2017DEC31 – City Hall!
• Mainz, Germany – 2017DEC31 – New Year's Eve
Enjoy this 8% of the 393 Rhine River photos I took here today!
____________________________________________
New Year's Eve – Album Description – Mainz, Germany – 2017DEC31:
My New Year's Eve layover in Mainz!
We took off early (scheduled 1645/actual 1638) and arrived in Frankfurt, Germany, early (scheduled 0115/actual 0044), for our 2720 layover, 20 minutes longer than our scheduled 27 hours.
At the crew hotel I got a river view room! Unusual! I ran a hot bath and hopped in the tub; suddenly hotel guests opened my door and came into my room! In the unexpected excitement of getting a rare river view, I forgot to lock and latch my door!
After my nap I eagerly headed up the hill past the "Sun" where Joe and I ate Christmas Eve dinner with 7 other crewmembers a week ago to the Old Minster Church for their New Year's Eve 5:00 p.m. service; I learned of it from their pastor, my friend Hendrik Maskus. Heartwarming! Flute teacher Katrin Schild played beautiful duets, accompanied by Makoto Mikawa. She said to bring my flute for us to play duets this coming year!
Meandering back to the crew hotel I paused to admire some lovely Christmas lights and decorations along the way.
My room faced the hotel elevators, just a mere few feet away: after loud fireworks, waves of late-night revelers spilled out of those elevators sharing volumes of celebratory experiences.
Several hours later our full flight took off, and we crossed the southern tip of Greenland, arriving 33 minutes early, at 1352; at home I greeted Joe, whom I saw last year (48 hours prior)!
When Joe got up the next morning at 7 here it was 7⁰F (-14⁰C).
Hope you enjoy this 9.7% of 1121 photos I took here this day!
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.
The Midwest Hiawatha -- POPULAR SPEEDLINER OF THE MILWAUKEE ROAD
Date: 1936
Source Type: Postcard
Publisher, Printer, Photographer: Curt Teich (#6A-H2489)
Postmark: None
Collection: Steven R. Shook
Remark: The streamlined Midwest Hiawatha between Chicago and Rockford, Dubuque, Cedar Rapids, Des Moines, Sioux City, Sioux Falls and Omaha, is strikingly handsome. It is superbly comfortable, silent and smooth riding, free from sway and vibration. Every car is air-conditioned. No Extra Fare.
Copyright 2010. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
The classy Kodak Bantam Special over the poor-man's bakelite wannabe "The De Luxe Cinex Camera". Both seen in the kodakcollector archive.
1:76 Scale, OO Gauge model railway - Radford Mill.
Set in the Big Four steam era.
Seen at Mansfield Exhibition 2022.
Streamlined Sundays: Cars in the Park
WHEN: July 8, 2018 @ 1:00 pm – 4:00 pm
40 classic sports cars from 1967 and earlier will line the Park Blocks outside the Museum for this month’s Streamlined Sunday, a program of The Shape of Speed. Ranging from 1930’s Alfa Romeos to competition Ferraris from the 1960s, Cars in the Park is the kickoff for Keith Martin’s Sports Car Market 30th Anniversary Tour.
Forthcoming! Art Deco and British Car Design - The Airline Cars of the 1930s by Barrie Down. Published by Veloce Publishing.
A unique account of a radical era in automotive design. The Art Deco movement influenced design and marketing in many different industries in the 1930s, and the British motor industry was no exception.
The book is divided into two parts: the first explains and illustrates the Art Deco styling elements that link these streamlined car designs, describing their development, their commonality, and how aeronautical names were used, and is liberally illustrated with contemporary images. The second part goes on to portray British streamlined production cars made between 1933 and 1936, illustrated with colour photographs of surviving cars.
I bought this little engine on Ebay this evening. (seller's photos) I really like the running characteristics of the Broadway Limited "Hybrid" models, so for the price I couldn't pass it up.
The BLI imported models are brass and die cast construction, the boiler and tender structures are fabricated sheet brass, while the frame of, both, the engine and tender is die cast metal. They come factory painted and equipped with a can motor with flywheel drive, sound, smoke and complete lighting and run on DC and DCC systems. They are excellent models for the cost.
Scale: HO
Category: Steam
Type: STREAMLINED
Road: New York Central (NYC)
Whyte: 4-6-4
Description: DREYFUSS HUDSON J-3A
Importer: BLI (Hybrid Series)
Catalog: 1146
Year(s): 2014
Wabash EMD E8A # 1009, streamlined fire ladder truck & PCC are seen at the railroad museum in Roanoke, Virginia, August 1985. The Wabash E-8 at this time was possibly 35 years old and not so long out of service. The old streamlined fire truck was probably buitl by Ward LaFrance or American LaFrance, don't really know. The PCC street car was probably the best and most reliable of all the street cars produced during its day.
A streamlined locomotive for the Chessie train set at the B&O Museum in Baltimore on April 5, 1977. Built by ALCO in 1926 as a F-19 Pacific (4-6-2), it was rebuilt in 1947 as an L-11 Hudson (4-6-4).
Sava Railways Hudson class (4-6-4) streamlined locomotive #7244 (stickers forthcoming)
#7244 is based off of the iconic streamlining of the New York Central's 20th Century Limited designed by Henry Dreyfuss. While it's relatively true to the design, the color scheme is not.
This streamlined impression was created using my kaleidoscope. It is a tail light on a customized 1964 Pontiac..
These are my streamlined steam locos so far. From left to right: Brick Railway Systems 4-8-2 (Mountain 6847), Southern Pacific 4-8-4 (GS-6 Daylight 4460) Ohio Pacific 4-8-2 (Mountain 6093) LegoLand Railway 4-6-4 (Hudson 8929)
All these locos (but the Ohio one) have been built in real life.
A gorgeous Gresley A4 streamlined Pacific features on this British Railways poster that publicises the Queen of Scots Pullman. The through journey between London Kings Cross and Glasgow Queen Street would have been more leisurely, as rather than taking the East Coast Mainline ‘Race Track’ between York and Darlington, the train went via Leeds, Harrogate and the now-closed line through Ripon.
The poster is likely to date from the early days of British Railways, as the loco carries the short-lived Caledonian Blue livery adopted for the largest express locomotives. That livery was phased out after 1951. The tartan pattern of the track work is also notable. This poster was on display at Loughborough Central station.
SBB Re460 059-9 and RABDe500 042 are southbound whilst Trenitalia ETR470 is headed to Zurich. Arth-Goldau on 21 June 2015
(ref DSC5658)
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern coal burning steam locomotive # 611 with a cab view of back-head boiler plate indicating the steam pressure at Chattanooga, Tennessee, October 1989. You can see that this was a modern at the time (1950 when built) 300 psi fire tube boiler. At this time the steam locomotive was being prepared, maintained and serviced for its next day assignment to a Railfan Excursion Train.
These are a few Streamlined and Semi-streamlined steam locomotives in HO scale. All are brass, except the two British LNER locomotives. Reading RR 4-6-2 - Reading Crusader - by Ajin (Korea) for MTS in 1993
Sir Nigel Gresleys A4 pacific streamlined class locomotives were first used on the world's longest, for the time, non-stop London to Scotland journey. The train was named 'The Silver Jubilee' and thus required matching named engines such as this 'Silverlink'. Resplendent in polished aluminium and grey/blue with black livery and a matching rake of coaches these trains took Britains public by storm in the 30s, however they weren't the first as the LMS Royal Scot took that acalade by 3 days.
My MOC is based on a 7 wide design with working connecting rods and piston gear. I've used SNOT and a reversed building technique around the front area but have cheated with use of custom made parts for the chimney. The wheels are by BigBenbricks and have been painted using Posca paint pens to match the livery. All markings are hand painted on. Hope you enjoy the visuals ;-)
At first glance, this could pass for a US scene of the late 1930s, but it is anything but. The South Manchuria Railway was Imperial Japan's foothold into mainland China, as the country gained the concession to operate the line from Tsarist Russia in the aftermath of the Russo-Japanese War of 1903-04. After Japan annexed Manchuria in 1932 and created the puppet state of Manchukuo, the South Manchuria Railway became key to the territory's rapid industrialisation and colonisation. To convey Manchukuo's technocrats, civil servants and army personnel, the Asia Express was launched in November 1934, connecting the 943 km (586 miles) between Dalian and Harbin in around 13 hours, at speeds of up to 75 mph. Not only only was this the fastest train in Asia, but few American or European railways could match its speed or modernity.
The train was a huge source of national pride in Japan, representing the ultimate in steam railway technology. The coaching stock was built from lightweight steel and fully air-conditioned, with full dining and cocktail bar facilities, plus an observation car at the rear. The on-board waitresses were drawn mainly from Manchukuo's White Russian community.
Haulage was provided by a dozen Pashina-class 4-6-2 Pacific locomotives, designed by the Mantetsu's precocious engineer, Nobutaro Yoshino. The first three locos were built in Mantetsu's own workshops, the rest by Kawasaki in Japan. As an aircraft manufacturer, Kawasaki made available its wind tunnel to enhance the effectiveness of the streamlined casing.
It is worth reflecting that Japan had imported all of its locomotive requirements until 1915, but made rapid strides once it began its indigenous railway industry, drawing on the best technologies of the United States and Europe.
Fast forward to today, and now US passenger railroads as well as the UK's leading franchise operators are relying on Japanese companies to meet their latest rolling stock needs. While Japan was ejected from its Manchurian colony after 1945, the experience of high-speed rail technology was not wasted, its pioneering Shinkansen trains astonishing the rest of the world when launched in 1964.
The National Paint, Varnish and Lacquer Assn, used this painting for the ad in the March 1949 Country Gentleman.
Often considered the last of the great traditional Pony Cars before the 80's brought in either blandness or a more streamlined 'Japanese' look, the Camaro Z28 of 1970 was one of the longest running Pony Car generations in automotive history, with a production life of 11 years over which very little in the design changed.
Dubbed 'Super Hugger', the 2nd generation Camaro was developed without the drawback of haste, unlike the original Camaro that was rushed to the showrooms to ward off the Ford Mustang. In addition, a greater budget was also available to the new Camaro as the rewards were reaped for the original's immediate success.
Although it was an all-new car, the basic mechanical layout of the new Camaro was familiar, engineered much like its predecessor with a unibody structure utilizing a front subframe, A-arm and coil spring front suspension, and rear leaf springs. The chassis and suspension of the second generation were greatly refined in both performance and comfort; base models offered significant advances in sound-proofing, ride isolation, and road-holding. Extensive experience Chevrolet engineers had gained racing the first-generation led directly to advances in second-generation Camaro steering, braking, and balance.
The original Camaro of 1970 was powered by a 4.1L Straight-Six engine which produced 155hp. However, a mixture of the oil crisis and legislative change to reduce emissions meant that the compromises had to begin in earnest. The first major change came in 1974 with alterations to the external styling, which brought the headlights inboard. This was followed by another major change in 1978, with colour coded bumpers being added and a new engine which came in the form of a 5.7L V8 which produced 185hp. Prior to this, a Catalytic Converter had been added to the 1975 along with many other tweaks and changes internally that made the cars more reliable and miles between maintenance increased, all being placed under the aptly named "Chevrolet's new Efficiency System."
This particular version is a 1980 model, which shows many of the changes made during the 1979 model year that truly brought this car into the style of the late-70's. The biggest changes for 1979 were the introduction of the luxury-oriented Berlinetta model, replacing the Type LT, and a restyled instrument panel with a much flatter appearance than the previous wraparound design. The base models, RS and Z28 remained, the Z28's now came with a front spoiler and fender flares much like its Pontiac Trans Am twin had, and now came with "Z28" decals that ran from the beginning of the front flares to the bottoms of the doors. Electric rear window defroster became optional this year, replacing the old blower type.
Sales for 1979 were the highest ever for any generation Camaro before or since, numbering 282,571 units. These cars came with the base engine of a 4.4L V8 engine producing 120hp, although a limited edition 5.7L V8 was also available for 1980 model year.
By 1981 though the gig was up for the 1970 Camaro, it's style starting to look quite tired and increasing legislation on emissions labouring it heavily. The 1981 model was fitted for the first time with a CCC (Computer Command Control) unit, and minor tweaks to the styling and engine were carried out, largely to reduce the horsepower of the hungry V8 to comply with demands.
Eventually the 2nd Generation Camaro met its end in 1981, being replaced by the Camaro of 1982 which took on a much more radical and somewhat Japanese style. Although many Camaro fans recoiled at the comparatively mundane looking car, at least General Motors got it right, still giving the machine a raunchy personality as well as a powerful 5.0L V8, unlike what was going on at Ford where the Mustang of 1984 was intended to be based on a Mazda, to which enthusiasts recoiled!
Today this generation of the Camaro has become a monster hit in the retro Pony Car Classics, being tough, reliable but also incredibly well styled, retaining the basic ingredients that made it such a motoring icon of the early 70's. Many believe that this particular version after 1979 was when the car was at its peak, mixing style with substance even in the face of legislative adversity.
From what my American friends tell me, much like old Mustangs and Pontiacs, you can pick up these cars for apparently next to nothing in the USA, and are often the first cars teenagers drive after they pass their test!
If only that were so here in the UK!
This beautifully streamlined car was designed by Guillem Tachó, Manresa, Spain and built by his brothers Josep and Antoni. This second model - the first Ballena had three wheels - participated in several country races. Only one car was built.
In 1953 the Tachó brothers manufactured the 'Coca'. A very simple car which was the forerunner of the succesfull PTV 250.
Two b&w photos (same car) stitched together and colorized.
An unusual art-deco styled teapot based on a 1930s A4 Pacific steam locomotive. One of the 1000s of railwayainia related items being sold at a meeting at the Quorn & Woodhouse Railway Station on the Great Central Railway at Loughborough.
I've decided the next big steam project of mine will be another streamlined steam loco and matching train set, but this time I'll be taking cues from Anthony Sava's 4-8-4 NYC Dreyfuss "Hudson" instructions. I haven't got them yet, but I will be as soon I can.
I recently realized I could use newer parts and replicate the original prototype's nose a bit better. This MOCk-up will hopefully work with the rest of the engine once I order the instructions. Here's Sava's original model from 2008: www.flickr.com/photos/savatheaggie/3108718985/in/album-72...
Until the nineteen-fifties Calcutta trams were imported from Britain. The controller of Streamlined Train no. 124 proudly declares itself to be a product of English Electric Co. Ltd., London although the hub shows it to have been manufactured in Preston, Lanc (sic).
A quick stop at another childhood memory today at the Burlington, Iowa railroad depot. I remember stopping here as a kid, on the way to Grandma's house in southern Iowa. The depot always had a big city feel to it, streamlined like the former Zephyrs that once stopped here. Sadly, with time and the onset of Amtrak, the 1944 station has fallen into disrepair. But, a local group is in the process of renovating back to its glory days.
Norfolk Southern operated Norfolk & Western modern streamlined 4-8-4 Northern steam locomotive # 611, is seen in an elevated view at the yard in Atlanta, Georgia, May 1983. The locomotive is being prepared for it's next two days of heading railfan excursion trains Workmen are maintaining, repairing, servicing and refueling the locomotive. The coal is being loaded into the tender with the help of a clam shell bucket loader attached to a crane. The baggage car following the tender is is a tool and machine shop car that follows along with the locomotive on trips.
Michael Ferner
"For 1948, Culp had the car rebuilt with a new streamlined body, completely changing the appearance of the car for the first time in its existence. Mattson drove the car again, as the blue and white #2 “Culp Offy”, until mid-season when his own car was ready for him to use, with Buster Warke taking over the Culp entry, now in yellow and black. Warke continued to drive the car, as #14 and still yellow and black, in 1949, and perhaps into the 1950 season until a new Hillegass was ready. Culp kept the engine for the new car, and sold the rolling chassis to a man named Carl Meyers in Texas, who ran it for about eight years with an Oldsmobile V8 engine, mainly as #98 in IMCA events it seems, drivers including one Jud Larson."
Two more owners ran the car for two years each, Earl Kuba and Tom van Swearinger (or Vanswearinger), both from Colorado, but the glory days were certainly over for the old warhorse. It was reputedly acquired by racing car builder Don Edmunds (Autoresearch), and put into storage at his California facilities for 17 years (!), before Marlin and Sally Heller of Dover (PA) bought it via Jim Etters in 1980 to start restoration with the help of Buster Warke. Thankfully, the car was only restored to its 1948 specification, i.e. with the streamlined body, as anything else would have to be seen as a recreation, rather than restoration, considering the changes made to the car. However, the new owners chose to paint the car in the yellow and black livery it acquired later that year, not its original blue and white, presumably on the basis of it being more attractive that way. It was displayed at the Eastern Museum of Motor Racing in York Springs (PA), for a time at least, until it was bought by Paul Weisel of Weisel Racing Equipment, Inc. in 2008, who is said to display it in the showroom of the Eastern Auto Racing Historical Society in Orefield (PA).
Addendum: Joe Heisler advises that the car was converted to a cross spring at the front after the fatal Billy Winn accident. He also has info that shows that Hank Rogers and Bill Holland competed in the car during the 1947 season."
From historian Michael Ferner:
"This car was apparently built by Gus Schrader in 1932, and debuted shortly after his one and only Indy 500 start. It had parallel leaf springs at the front, a cross spring with radius rods in the rear, and a Miller 220 four-cylinder engine. It also had a number of very distinctive bodywork features which make it particularly easy to track through the photographic record of the period before WW2. Well, sort of easy anyway!
Schrader ran it initially in AAA events, winning a 20-miler at Bloomsburg (PA) on July 9, and then qualifying second for a 50-miler at Langhorne in August. He didn’t start the feature, however, due to an injury sustained while running the fast heat, and Mauri Rose took over the car, winning the main event in record time. Later that month, Gus joined the IMCA circuit at the Iowa State Fair, and except for a brief return to AAA in late 1933 (winning a 20-miler at Lakewood Speedway in Atlanta) he remained an “outlaw” for the rest of his life.
As an aside, though Schrader’s stature in racing history is perhaps a bit tainted by his running “show biz” events for much of his later career, these and other results in AAA and “open comp” events show that he was a very strong competitor in level playing fields also. It should, however, be remembered that he was pushing almost 40 years by then, and obviously felt that he would not much longer be able to resist the challenge of such formidable (and much younger) opposition such as Bill Cummings, Wilbur Shaw, Bob Carey or Ernie Triplett, for example. In fact, judging by his results in straight competition alone, he can hardly be considered as one of the best US drivers of his time, and it would even be difficult to argue the case for his inclusion in, say, the top ten drivers for any given year! Yet, the IMCA promotional engine was a powerful weapon, and today Gus Schrader is remembered as the racing icon that he was, thanks to the Sloan organisation, showing that he made the right decision in the first place!
Apparently, Gus ran the car as a red #5 “Miller” through 1935, and then as the #5 “Montgomery Ward” in 1936. He was the undefeated IMCA “World’s Dirt Track Auto Race Champion” four years in a row before selling the car at the end of 1936, and continued on for four more titles of the same with the car he built in 1937 at Curly Wetteroth’s shop in California. It has been stated that he won more than a hundred main events with his 1932 car, and that may well be true since the IMCA usually staged between fifty and one hundred events a year, and Schrader had hardly any competition at all in these “shows”, apart from five or six “major events” when the several seperate “circuits” of IMCA promoters met each year. By 1936, however, Schrader’s big rival Emory Collins had a 318 cubic inch Offy, and Gus had to have something beefier to retain his crown.
The man who bought the car was none other than Bob Sall, the 1933 AAA Eastern Circuit Champion, who sought to rejuvenate his career – this was Bob’s first regular ride in a Miller-powered car, and he celebrated the fact by winning no less than eleven races in 1937 alone, finishing second to Frankie Beeder in Eastern Circuit points, and apparently winning the somewhat obscure AAA Southern Circuit Championship for a third time. The car was the #4 “Miller” early in the year, and then later the #4 “Lion Oil”. In 1938, it was the blue #2 “Lion Oil” (sometimes also #12 or #10) and Sall continued winning, until he was injured on July 25 in a Midget race on Long Island. While recuperating, the car was driven by Frankie Bailey, Billy Winn (who crashed fatally with it at Springfield on August 20), Floyd Davis, Jack Moon and, apparently, Tommy Hinnershitz.
In 1939, Sall was back behind the wheel of his #5 “Miller”, and the car was also driven by Walt Brown, Len Duncan and Buster Warke before its owner decided to defect to IMCA competition late in the year, managing to finish fourth in points despite a limited schedule. Before returning to the AAA fold in 1940, he appears to have sold the car to Ted Horn, but I haven’t been able to determine whether the car was used at all during that year, as Sall himself drove a number of different cars for other owners, and I cannot find any evidence of Horn running a multi-car team yet. Be that as it may, by 1941 the car was back in circulation, as the maroon #7 “Ted Horn Racing Team” (nicknamed “Old Scurvy”), sporting a transverse front spring with radius rods and probably an Offenhauser engine, and with Sall back in the driving seat!
For the short 1942 season, Dave Randolph drove the #6 “Horn Racing” (though it only said “Old Scurvy” on the car itself!), and after the war the car apparently sat idle in Horn’s shop until it was bought by George “Dutch” Culp in late 1946. It is quite possible that Tommy Mattson and/or Hank Rodgers drove the car for Culp during the latter part of the 1946 season already, however it can only be stated safely that Mattson drove it as a cream and maroon #3 in 1947, finishing a superb second in AAA Eastern points, ahead of Hinnershitz, Hank Rogers, Mark Light, Joie Chitwood, Bill Holland, Walt Brown, Lee Wallard etc. – not bad for a 15-year-old car, with an unheralded driver!
For 1948, Culp had the car rebuilt with a new streamlined body, completely changing the appearance of the car for the first time in its existence. Mattson drove the car again, as the blue and white #2 “Culp Offy”, until mid-season when his own car was ready for him to use, with Buster Warke taking over the Culp entry, now in yellow and black. Warke continued to drive the car, as #14 and still yellow and black, in 1949, and perhaps into the 1950 season until a new Hillegass was ready. Culp kept the engine for the new car, and sold the rolling chassis to a man named Carl Meyers in Texas, who ran it for about eight years with an Oldsmobile V8 engine, mainly as #98 in IMCA events it seems, drivers including one Jud Larson.
Two more owners ran the car for two years each, Earl Kuba and Tom van Swearinger (or Vanswearinger), both from Colorado, but the glory days were certainly over for the old warhorse. It was reputedly acquired by racing car builder Don Edmunds (Autoresearch), and put into storage at his California facilities for 17 years (!), before Marlin and Sally Heller of Dover (PA) bought it via Jim Etters in 1980 to start restoration with the help of Buster Warke. Thankfully, the car was only restored to its 1948 specification, i.e. with the streamlined body, as anything else would have to be seen as a recreation, rather than restoration, considering the changes made to the car. However, the new owners chose to paint the car in the yellow and black livery it acquired later that year, not its original blue and white, presumably on the basis of it being more attractive that way. It was displayed at the Eastern Museum of Motor Racing in York Springs (PA), for a time at least, until it was bought by Paul Weisel of Weisel Racing Equipment, Inc. in 2008, who is said to display it in the showroom of the Eastern Auto Racing Historical Society in Orefield (PA).
Addendum: Joe Heisler advises that the car was converted to a cross spring at the front after the fatal Billy Winn accident. He also has info that shows that Hank Rogers and Bill Holland competed in the car during the 1947 season."
Just having some fun with my LDD models of a tunnel and my Dreyfuss streamlined steam loco. The tunnel won't be made anytime soon (but it is build-able in real life!), but the steamer is next on the to-buy list after the Eads bridge gets finished.
What do you think of this?
Bullet streamlined design:
A large number of beveled and curved parts are used to make the whole racing car look like a bullet.
The four-out exhaust pipe and small rear wing can add to the visual effect of the exterior.
Often considered the last of the great traditional Pony Cars before the 80's brought in either blandness or a more streamlined 'Japanese' look, the Camaro Z28 of 1970 was one of the longest running Pony Car generations in automotive history, with a production life of 11 years over which very little in the design changed.
Dubbed 'Super Hugger', the 2nd generation Camaro was developed without the drawback of haste, unlike the original Camaro that was rushed to the showrooms to ward off the Ford Mustang. In addition, a greater budget was also available to the new Camaro as the rewards were reaped for the original's immediate success.
Although it was an all-new car, the basic mechanical layout of the new Camaro was familiar, engineered much like its predecessor with a unibody structure utilizing a front subframe, A-arm and coil spring front suspension, and rear leaf springs. The chassis and suspension of the second generation were greatly refined in both performance and comfort; base models offered significant advances in sound-proofing, ride isolation, and road-holding. Extensive experience Chevrolet engineers had gained racing the first-generation led directly to advances in second-generation Camaro steering, braking, and balance.
The original Camaro of 1970 was powered by a 4.1L Straight-Six engine which produced 155hp. However, a mixture of the oil crisis and legislative change to reduce emissions meant that the compromises had to begin in earnest. The first major change came in 1974 with alterations to the external styling, which brought the headlights inboard. This was followed by another major change in 1978, with colour coded bumpers being added and a new engine which came in the form of a 5.7L V8 which produced 185hp. Prior to this, a Catalytic Converter had been added to the 1975 along with many other tweaks and changes internally that made the cars more reliable and miles between maintenance increased, all being placed under the aptly named "Chevrolet's new Efficiency System."
This particular version is a 1980 model, which shows many of the changes made during the 1979 model year that truly brought this car into the style of the late-70's. The biggest changes for 1979 were the introduction of the luxury-oriented Berlinetta model, replacing the Type LT, and a restyled instrument panel with a much flatter appearance than the previous wraparound design. The base models, RS and Z28 remained, the Z28's now came with a front spoiler and fender flares much like its Pontiac Trans Am twin had, and now came with "Z28" decals that ran from the beginning of the front flares to the bottoms of the doors. Electric rear window defroster became optional this year, replacing the old blower type.
Sales for 1979 were the highest ever for any generation Camaro before or since, numbering 282,571 units. These cars came with the base engine of a 4.4L V8 engine producing 120hp, although a limited edition 5.7L V8 was also available for 1980 model year.
By 1981 though the gig was up for the 1970 Camaro, it's style starting to look quite tired and increasing legislation on emissions labouring it heavily. The 1981 model was fitted for the first time with a CCC (Computer Command Control) unit, and minor tweaks to the styling and engine were carried out, largely to reduce the horsepower of the hungry V8 to comply with demands.
Eventually the 2nd Generation Camaro met its end in 1981, being replaced by the Camaro of 1982 which took on a much more radical and somewhat Japanese style. Although many Camaro fans recoiled at the comparatively mundane looking car, at least General Motors got it right, still giving the machine a raunchy personality as well as a powerful 5.0L V8, unlike what was going on at Ford where the Mustang of 1984 was intended to be based on a Mazda, to which enthusiasts recoiled!
Today this generation of the Camaro has become a monster hit in the retro Pony Car Classics, being tough, reliable but also incredibly well styled, retaining the basic ingredients that made it such a motoring icon of the early 70's. Many believe that this particular version after 1979 was when the car was at its peak, mixing style with substance even in the face of legislative adversity.
From what my American friends tell me, much like old Mustangs and Pontiacs, you can pick up these cars for apparently next to nothing in the USA, and are often the first cars teenagers drive after they pass their test!
If only that were so here in the UK!