View allAll Photos Tagged streamlined
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.
Although Panhard was known for its quirky and different post-war cars, the pre-war ones were even more odd ones.
The extravagant Dynamic was very special. Especially when you realize it was a factory made model. The streamlined car had all kind of new features like a three-piece windscreen with three wipers.
It was designed by P&L's in-house designer Louis Bionier, and introduced at the Paris Motor show in Oct. 1936.
Note the central position of the steering wheel. After drivers had complained about it the wheel regained its conventional position.
The 'SS' on the grille stands for 'sans soupapes' which means without valves.
2516 cc 6 cylinder engine without valves.
Production Dynamic 130/140/160: 1936-1940.
New French reg. number.
Seen in Musée Automobile de Reims Champagne.
See also: www.musee-automobile-reims-champagne.com/en
Number seen: 1.
Reims (Marne, Fr.), Musée Automobile Reims-Champagne, Avenue Georges Clémenceau, Aug. 10, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
Another day, another Museum of Transportation MOC - or three! This time a streamlined Wabash caboose is being created, while the refrigerated boxcar (reefer) and two-bay covered hopper are already on order from Bricklink. (not shown)
Stromlinienwagen means ‘streamlined car’. This single seater 3-wheeler was built by Kaiser Fahrzeugbau in Aschersleben, Germany about 1935. This car was powered by a rear single cylinder NSU 501 OSL motorcycle engine driving the single rear wheel by chain. There were more types that had covered or uncovered wheels and one or two seats The engines (NSU or Columbus-Horex) were ranging from 200cc to 600cc. Max speed of this car was 120 kmh.
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.
This light fitting and staircase is in the rear (sea-side) of the De La Warr Pavilion on the seafront of Bexhill-on-Sea, East Sussex. This is an International Style building constructed in 1935 and considered by some to be in Art Deco style. Some claim it to be the first major Modernist public building in Britain, although it was actually preceded by some months by the Dutch-influenced Hornsey Town Hall.
It was the result of an architectural competition initiated by Herbrand Sackville, 9th Earl De La Warr, after whom the building was named. A committed socialist and Mayor of Bexhill, he persuaded the town council to develop the site as a public building. The competition for the design attracted more than 230 entrants and the winners, Eric Mendelsohn and Serge Chermayeff, were leading figures in the Modern Movement.
The aesthetics employed in the International Style proved especially suited to the building, tending towards streamlined, industrially-influenced designs, often with expansive metal-framed windows, and eschewing traditional brick and stonework in favour of concrete and steel construction. Construction began in January 1935 and the building was opened on 12 December of the same year by the Duke and Duchess of York (later King George VI and Queen Elizabeth).
During WWII, the Pavilion was used by the military and amongst those who served there was noted comedian Gunner Spike Milligan.
In 1986 the Pavilion was granted Grade I listed Building status and in 1989 the Pavilion Trust was formed to protect and restore the building. In 2005, after an restoration and regeneration programme, the Pavilion reopened as a contemporary arts centre.
Exhibit in the 2009 Goodwood Festival of Speed Cartier Style et Luxe. A one-off concept car created by WWI flying ace and racer Andre Dubonnet.
Years ahead of its time, it featured hydro-pneumatic suspension, patented by Dubonnet and subsequently used by General Motors, Alfa Romeo and Fiat.
The Xenia is named after the first wife of Jacqes Saoutchik, who designed the super-streamlined body.
New York Central 4-6-4 Hudson, J3a class, Henry Dreyfuss streamlined art deco steam locomotive # 5445, is seen at the locomotive service area in Elkhardt, Indiana, March 1945. The locomotive was designed to haul the famous streamlined 20th Century Limited. The locomotive and tender are quite dirty at this point after an apparent run. Notice the large centipede tender that was assigned to this locomotive for long haul runs. Also notice the boxpok drivers used on the locomotive. The source for this photo is unknown.
The name of the photographer that took this photo is unknown.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
Best viewed Original size.
On 7th September 1935 the LNER proudly unveiled the first of its new streamlined class A4 4-6-2 locomotives and 2509 "Silver Link" entered service carrying the exquisite silver and grey livery. The doyen of the class began its life working between London and Newcastle, before (on Monday 30th September) the "Silver Jubilee" service began.
Here almost 28 years later and in British Railways' ownership, the once glamorous "Pacific" waits its fate in the scrapyard at Doncaster Works - 31/08/1963.
This fine locomotive had spent all its career operating from either Kings Cross or Grantham sheds, and had been withdrawn from 34A on 29/12/1962. Some reports suggest that it was broken up at the Plant on 16/01/1963, but this photograph shows that it was still substantially extant almost nine months later. There appears to have been no serious attempts at preservation.
© picture courtesy of Peter Brumby; scanned by me from the original 120 format negative.
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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
I went paddling with a friend tonight who just finished building this oh-so-pretty boat.
Built from 2 2x6x17' pieces of white cedar, hand stripped to 1" strips. The workmanship is impeccable. And the boat is super fast, with a 20" beam, and 20' in length. Built for racing.
And she's puuuurrrrty!
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
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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!
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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!
The Aerotrain was a streamlined trainset introduced by General Motors Electro-Motive Division in the mid-1950s.[1] Like all of GM's body designs of this mid-century era, this train was first brought to life in GM's Styling Section. Chuck Jordan was in charge of designing the Aerotrain as Chief Designer of Special Projects. It utilized the experimental EMD LWT12 locomotive (U.S. Patent D177,814), coupled to a set of modified GM Truck & Coach Division 40-seat intercity bus coach bodies (U.S. Patent D179,006). The cars each rode on two axles with an air suspension system, which was intended to give a smooth ride, but had the opposite effect.
The two Aerotrain demonstrator sets logged over 600,000 miles (970,000 km) and saw service on the following railroads:
the Atchison, Topeka and Santa Fe Railway;
the New York Central Railroad;
the Pennsylvania Railroad; and
the Union Pacific Railroad.
In February 1956, the Pennsylvania Railroad introduced the Pennsy Aerotrain between New York City and Pittsburgh, Pennsylvania, operating it for nine months. Pennsylvania Railroad's schedule was timed so that westbound passengers traversed Horseshoe Curve at lunchtime, while eastbound passengers traversed the curve at dinner time.[2]
The same year, Aerotrain No. 2 was leased as a demonstrator to the New York Central, and operated between Cleveland and Chicago.
In March 1956, the Aerotrain made a series of experimental runs for the Atchison, Topeka and Santa Fe Railway in California as a San Diegan consist, running between Los Angeles and San Diego. Its use in permanent service were later abandoned because the entire trainset had to be turned around at each end of the line, and the train required helper locomotives on the Sorrento Grade north of San Diego.
In the summer of 1957 the Aerotrain was operated by the Union Pacific as the City of Las Vegas, running between Los Angeles and Las Vegas. The train was eventually relegated to Chicago commuter service on the Chicago, Rock Island and Pacific Railroad.
GM's "lightweight with a heavyweight future" was introduced at a time when US passenger train revenues were steadily declining due to competition from airlines and private automobile travel. Although it featured an eye-catching, streamlined design, the Aerotrain failed to capture the imagination of the American public. The cars, based on GM bus designs and using an air cushioning system, were rough riding and not very comfortable for passengers. The design of the locomotive section rendered routine maintenance difficult and time-consuming. The locomotive unit was also underpowered. Eventually, both trainsets were retired in 1966 after only a decade's use. The Museum of Transportation in St. Louis, Missouri, and the National Railroad Museum in Green Bay, Wisconsin each have one of the locomotives, and two of the cars.
Disneyland operated a scale version of the Aerotrain, known as the Viewliner, from 1957 to 1959 (see below). Since 1958, the Washington Park and Zoo Railway in Portland, Oregon has operated a scale, diesel-powered replica of the Aerotrain (dubbed the Zooliner) to transport zoo visitors.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Due to increasing tensions in Europe which led to World War 2, AVRO Aircraft started developing combat aircraft, and as a subsidiary of Hawker, they had access to the Hurricane plans. At the time that the Hurricane was developed, RAF Fighter Command consisted of just 13 squadrons, each equipped with either the Hawker Fury, Hawker Demon, or the Bristol Bulldog – all of them biplanes with fixed-pitch wooden propellers and non-retractable undercarriages. After the Hurricane's first flight, Avro started working on a more refined and lighter aircraft, resulting in a similar if not higher top speed and improved maneuverability.
The result was Avro’s project 675, also known as the "Swallow". The aircraft was a very modern and lightweight all-metal construction, its profile resembled the Hawker Hurricane but its overall dimensions were smaller, the Swallow appeared more squatted and streamlined, almost like a race version. The wings were much thinner, too, and their shape reminded of the Supermarine Spitfire’s famous oval wings. Unlike the Spitfire, though, the Swallow’s main landing gear had a wide track and retracted inwards. The tail wheel was semi-retractable on the prototype, but it was replaced by a simpler, fixed tail wheel on production models.
The Swallow made its first flight on 30th December 1937 and the Royal Air Force was so impressed by its performance against the Hurricane that they ordered production to start immediately, after a few minor tweaks to certain parts of the aircraft had been made.
On 25 July 1939, the RAF accepted their first delivery of Avro Swallow Mk. Is. The first machines were allocated to No.1 Squadron, at the time based in France, where they were used in parallel to the Hurricanes for evaluation. These early machines were powered by a 1.030 hp (770 kW) Rolls-Royce Merlin Mk II liquid-cooled V-12, driving a wooden two-bladed, fixed-pitch propeller. The light aircraft achieved an impressive top speed of 347 mph (301 kn, 558 km/h) in level flight – the bigger and heavier Hurricane achieved only 314 mph (506 km/h) with a similar engine. Like the Hurricane, the Swallow was armed with eight unsynchronized 0.303 in (7.7 mm) Browning machine guns in the outer wings, outside of the propeller disc.
In spring 1940, Avro upgraded the serial production Swallow Mk.I's to Mk.IA standard: the original wooden propeller was replaced by a de Havilland or Rotol constant speed metal propeller with three blades, which considerably improved performance. Many aircraft were retrofitted with this update in the field workshops in the summer of 1940.
In parallel, production switched to the Swallow Mk. II: This new version, which reached the frontline units in July 1940, received an uprated engine, the improved Rolls-Royce Merlin III, which could deliver up to 1,310 hp (977 kW) with 100 octane fuel and +12 psi boost. With the standard 87 Octane fuel, engine performance did not improve much beyond the Merlin II's figures, though. A redesigned, more streamlined radiator bath was mounted, too, and altogether these measures boosted the Swallow’s top speed to 371 mph (597 km/h) at 20,000 ft (6,096 m). This was a considerable improvement; as a benchmark, the contemporary Hurricane II achieved only 340 mph (547 km/h).
However, several fundamental weak points of the Swallow remained unsolved: its limited range could not be boosted beyond 300 miles (500 km) and the light machine gun armament remained unchanged, because the Swallow’s thin wings hardly offered more space for heavier weapons or useful external stores like drop tanks. Despite these shortcomings, the pilots loved their agile fighter, who described the Swallow as an updated Hawker Fury biplane fighter and less as a direct competitor to the Hurricane.
Being a very agile aircraft, the Swallow Mk. II became the basis for a photo reconnaissance version, too, the PR Mk. II. This was not a true production variant of the Swallow, though, but rather the result of field modifications in the MTO where fast recce aircraft were direly needed. The RAF Service Depot at Heliopolis in Egypt had already converted several Hurricanes Is for photo reconnaissance duties in January 1941, and a similar equipment update was developed for the nimble Swallow, too, despite its limited range.
The first five Swallow Mk. IIs were modified in March 1941 and the machines were outfitted with a pair of F24 cameras with 8-inch focal length lenses in the lower rear fuselage, outwardly recognizable through a shallow ventral fairing behind the cooler. Some PR Mk. IIs (but not all of them) were also outfitted with dust filters, esp. those machines that were slated to operate in Palestine and Northern Africa. For night operations some PR Mk. IIs also received flame dampers (which markedly reduced the engine’s performance and were quickly removed again) or simpler glare shields above the exhaust stacks.
The machines quickly proved their worth in both day and night reconnaissance missions in the Eastern Mediterranean theatre of operations, and more field conversions followed. Alternative camera arrangements were developed, too, including one vertical and two oblique F24s with 14-inch focal length lenses. More Swallow Mk. IIs were converted in this manner in Malta during April (six) and in Egypt in October 1941 (four). A final batch, thought to be of 12 aircraft, was converted in late 1941.
Even though the Swallow PR Mk. IIs were initially left armed with the wing-mounted light machine guns, many aircraft lost their guns partly or even fully to lighten them further. Most had their wing tips clipped for better maneuverability at low altitudes, a feature of the Swallow Mk. III fighter that had been introduced in August 1941. Some machines furthermore received light makeshift underwing shackles for photoflash bombs, enabling night photography. These were not standardized, though, a typical field workshop donor were the light bomb shackles from the Westland Lysander army co-operation and liaison aircraft, which the Swallow PR Mk. IIs partly replaced. These allowed a total of four 20 lb (9.1 kg) bombs or flash bombs for night photography to be carried and released individually through retrofitted manual cable pulls. The mechanisms were simply mounted into the former machine gun bays and the pilot could release the flash bombs sequentially through the former gun trigger.
For duties closer to the front lines a small number of Swallow PR Mk. IIs were further converted to Tactical Reconnaissance (Tac R) aircraft. An additional radio was fitted for liaison with ground forces who were better placed to direct the aircraft, and the number of cameras was reduced to compensate for the gain of weight.
However, by 1942, the Swallow had already reached its limited development potential and became quickly outdated in almost any aspect. Since the Supermarine Spitfire had in the meantime been successfully introduced and promised a much bigger development potential, production of the Avro Swallow already ceased in late 1942 after 435 aircraft had been built. Around the same time, the Swallows were quickly phased out from front-line service, too. Several machines were retained as trainers, messenger aircraft or instructional airframes. 20 late production Mk. IIs were sold to the Irish Air Corps, and a further 50 aircraft were sent to Canada as advanced fighter trainers, where they served until the end of the hostilities in 1945.
General characteristics:
Crew: 1
Length: 28 ft 1 in (8.57 m)
Wingspan: 33 ft 7 in (10.25 m)
Height: 8 ft 6 in (2.60 m)
Wing area: 153 ft² (16.40 m²)
Empty weight: 3,722 lb (1,720 kg)
Gross weight: 5,100 lb (2,315 kg)
Powerplant:
1× Rolls-Royce Merlin III liquid-cooled V-12, rated at 1,310 hp (977 kW) at 9,000 ft (2,700 m)
Performance:
Maximum speed: 381 mph (614 km/h) at 20,000 ft (6,096 m)
Range: 360 miles (580 km)
Service ceiling: 36,000 ft (10,970 m)
Rate of climb: 2,780 ft/min (14.1 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.15 hp/lb (0.25 kW/kg)
Armament:
No internal guns
2x underwing hardpoints for a pair of 19-pound (8.6 kg) photoflash bombs each
The kit and its assembly:
This is the third incarnation of a whif that I have built some time ago for a Battle of Britain Group Build at whatifmodellers.com. This fictional machine – or better: its model – is based on a profile drawing conceived by fellow forum member nighthunter: an Avia B.135, outfitted with a Merlin engine, a ventral radiator in the style of a Hawker Hurricane, and with RAF markings. It was IIRC a nameless design, so that I created my own for it: the Avro 675 Swallow, inspired by the bird's slender wing and body that somehow resonates in the clean B.35 lines (at least for me).
I’ve already built two of these fictional aircraft as early WWII RAF fighters, but there was still potential in the basic concept – primarily as a canvas for the unusual livery (see below). The basis became, once again, the vintage KP Models B.35 fighter with a fixed landing gear. It’s a sleek and pretty aircraft, but the kit’s quality is rather so-so (the molds date back to 1974). Details are quite good, though, especially on the exterior, you get a mix of engraved and raised surface details. But the kit’s fit is mediocre at best, there is lots of flash and the interior is quite bleak. But, with some effort, things can be mended.
Many donation parts for the Swallow, beyond the Merlin engine, propeller and (underwing) radiator, and pitot, were taken in this case from a Revell 1:72 Spitfire Mk. V. Inside of the cockpit I used more Spitfire donor material, namely the floor, dashboard, seat and rear bulkhead/headrest with a radio set. The blurry, single-piece canopy was cut into three pieces for optional open display on the ground, but this was not a smart move since the material turned out to be very thin and, even worse, brittle – cracks were the unfortunate result.
New landing gear wells had to be carved out of the massive lower wing halves. Since the original drawn Swallow profile did not indicate the intended landing gear design, I went for an inward-retracting solution, using parts from the Spitfire and just mounted them these “the other way around”. Due to the oil cooler in one of the wing roots, though, the stance ended up a little wide, but it’s acceptable and I stuck to this solution as I already used it on former Swallow builds, too. But now I know why the real-world B.135 prototype had its landing gear retract outwards – it makes more sense from an engineering point of view.
The Merlin fitted very well onto the B.35 fuselage, diameter and shape are a very good match, even though there’s a small gap to bridge – but that’s nothing that could not be mended with a bit of 2C putty and PSR. A styrene tube inside of the donor engine holds a styrene pipe for a long metal axis with the propeller, so that it can spin freely. The large chin fairing for a dust filter is a transplant from an AZ Models Spitfire, it helps hide the ventral engine/fuselage intersection and adds another small twist to this fictional aircraft. From the same source came the exhaust stacks, Revell’s OOB parts are less detailed and featured sinkholes, even though the latter would later hardly be recognizable.
With the dust filter the Swallow now looks really ugly in a side view, it has something P-40E-ish about it, and the additional bulge behind the radiator for the cameras (certainly not the best place, but the PR Hurricanes had a similar arrangement) does not make the profile any better!
Further small mods include anti-glare panels above and behind the exhaust stacks (simple 0.5 mm styrene sheet), and the small underwing flash bombs were scratched from styrene profile material.
Painting and markings:
The livery was the true motivation to build this model, as a canvas to try it out: Long ago I came across a very interesting Hawker Hurricane camouflage in a dedicated book about this type, a simple all-over scheme in black blue, also known as “Bosun Blue”, together with very limited and toned-down markings. As far as I could find out this livery was used in the Middle East and later in India, too, for nighttime photo reconnaissance missions.
However, defining this color turned out to be very difficult, as I could not find any color picture of such an aircraft. I guess that it was not a defined color, but rather an individual field mix with whatever was at hand – probably roundel blue and black? Therefore, I mixed the obscure Bosun Blue myself, even though this took some sorting out and experiments. I initially considered pure Humbrol 104 (Oxford Blue) but found it to have a rather reddish hue. FS 35042 (USN Sea Blue) was rejected, too, because it was too greenish, even with some black added. I eventually settled on a mix of Humbrol 15 (Midnight Blue) and 33 (Flat Black), which appeared as a good compromise and also as a very dark variant of a cyan-heavy blue tone.
The cockpit interior and the inside of the landing gear wells were painted with RAF cockpit green (Humbrol 78), while the landing gear struts became aluminum (Humbrol 56) – pretty standard.
The decals/markings were puzzled together from various sources. Using a real-world RAF 208 Squadron MTO night photography Hurricane as benchmark I gave the aircraft a light blue individual code letter (decals taken from the Revell Spitfire Mk. V's OOB sheet, which has the letters’ Sky tone totally misprinted!). The spinner was painted in the same tone, mixed individually to match the letter.
Markings were apparently generally very limited on these machines, e. g. they did not carry any unit letter code) and the Type B roundels only on fuselage and upper wings. The latter were improvised, with wacky Type B-esque roundels from a Falkland era Sea Harrier placed on top of RAF roundels with yellow edges. The sources I consulted were uncertain whether these rings were yellow, white, or maybe even some other light color, but I went for yellow as it was the RAF's markings standard. Looks odd, but also pretty cool, esp. with the Type B roundels’ slightly off proportions.
The subdued two-color fin flash on the dark aircraft was/is unusual, too, and following real world practice on some PR Hurricanes I added a thin white edge for better contrast. The small black serial on a white background, as if it was left over from an overpainted former fuselage band, came from a Latvian Sopwith Camel (PrintScale sheet); in RAF service N8187 would have been used during the pre-WWII period and therefore a plausible match for the Swallow, even though it belongs to a batch of RN aircraft (It would probably have been a Fairey Fulmar)..
No black ink washing was applied to the model due to its dark overall color, just the cockpit and the landing gear were treated this way. Some light weathering and panel shading was done all over, and soot stains as well as light grey “heat-bleached” areas due to lean combustion around the exhausts were painted onto the fuselage. Finally, everything was sealed under a coat of matt acrylic varnish (Italeri) and wire antennae (stretched sprue material) were added.
A simple project, realized in a couple of days – thanks to the experience gathered during former builds of this fictional aircraft. However, the Avro Swallow looked already promising in nighthunter's original profile, almost like a missing link between the sturdy Hurricane and the more glorious Spitfire. The result looks very convincing, and the all-blue livery suits the aircraft well! . At first glance, the Swallow looks like an early Spitfire, but then you notice the different wings, the low canopy and the shorter but deeper tail. You might also think that it was a travestied Yak-3 or LaGG aircraft, but again the details don’t match, it’s a quite subtle creation.
I am amazed how good this thing looks overall, with its elegant, slender wings and the sleek fuselage lines – even though the dust filter and the camera fairing strongly ruin the side profile. Maybe another one will join my RAF Swallow collection someday, this time in Irish Air Corps colors.
Three Gresley A4 Pacifics around the Great Hall turntable at the National Railway Museum, York. The streamlined trio are (from left) 60008 'Dwight D. Eisenhower', 4468 'Mallard' and 4489 'Dominion of Canada'.
The de Havilland DH.88 Comet was a twin-engined British aircraft designed for the 1934 MacRobertson Air Race. Three examples took part in the race and one of them won it. The type set many aviation records during the race and afterwards, as a pioneer mail plane. The modern features and clean lines of the DH.88, especially in the striking colours of Grosvenor House (shown here), the race winner, make it a true design classic.
Three orders were indeed received, and de Havilland set to work. The airframe consisted of a wooden skeleton clad with spruce plywood, with a final fabric covering on the wings. A long streamlined nose held the main fuel tanks, with the low-set and fully glazed central two-seat cockpit faired into an unbroken line to the tail. The wings were of a thin cantilever monoplane design for high-speed flight, and as such would require stressed-skin construction to achieve sufficient strength. While other designers were turning to metal to provide this extra strength, de Havilland took the unusual approach of increasing the strength of all-wood construction. De Havilland achieved the skin profile using many thin, shaped pieces set side by side, and then overlaid in the manner of plywood. This was made possible only by the recent discovery of high-strength synthetic bonding resins and its success took many in the industry by surprise.
The engines were uprated versions of the standard Gipsy Six, being tuned for best performance with a higher compression ratio. The DH.88 could maintain altitude up to 4,000 ft (1,200 m) on one engine. The propellers were two-position variable pitch, manually set to fine before takeoff using a bicycle pump and changed automatically to coarse by a pressure sensor. The main undercarriage retracted upwards and backwards into the engine nacelles, while the tailskid did not retract. Later examples and rebuilds would feature a castoring tail wheel.
The DH.88 might have been the only wooden British high-performance monoplane, but for a shortage of metal for aircraft construction during the Second World War. Experience with the DH.88 would later be put to use in designing the DH.98 Mosquito, also a twin-engined monoplane of wooden construction. The Mosquito was not simply the 1935 proposal revisited but was a much bigger and more powerful aircraft powered by two Rolls-Royce Merlin engines delivering over twice the power of the Gipsy Sixes.
Grosvenor House:-
The scarlet G-ACSS was the property of Mr A.O.Edwards and was named Grosvenor House after the hotel which he managed. The crew were C. W. A. Scott and Tom Campbell Black. When the Mollisons ran into problems at Karachi, Scott and Campbell Black took over the lead and were first into Allahabad. Despite a severe storm over the Bay of Bengal they reached Singapore safely, eight hours ahead of the DC-2.
They took off for Darwin, but over the Timor Sea lost power in the port engine when the oil pressure dropped to zero. Repairs at Darwin got them going again, although continuing oil warnings caused them to fly the last two legs with one engine throttled back. Their lead was unassailable despite this, and after the final mandatory stop and more engine work at Charleville they flew on to cross the finish line at Flemington Racecourse (in Melbourne) at 3.33 p.m. (local time) on 23 October. Their official time was 71 hours 18 seconds.
Also named 'Comet' was the Ford Motor Company's 'Intermediate' model under the Mercury marque. Though considered an intermediate, the Comet was in many ways, just a long wheelbase compact, based on the Falcon. The 1964 model update was enlarged from the first generation 1960-63 model, and replaced the unsuccessful Mercury Meteor (based on the Ford Fairlane) in the intermediate segment.
The performance model sub-series was known as 'Cylone', and was equipped with the V8 engine. A small number of 50 light-weight Cyclones fitted with the 427 race motor were built, and fielded in the A/FX category in Stock Car Racing.
The Comet model would remain on as Mercury's intermediate until the end of 1969. The name was reused for the Mercury twin of the compact Ford Maverick in 1971 through to 1977.
The de Havilland DH88 Comet (1934) and Mercury Comet Cyclone Hardtop Coupe (1964) featured here are modelled in Lego miniland-scale for Flickr LUGNuts 79th Build Challenge, - "LUGNuts goes Wingnuts", - featuring automotive vehicles named after, inspired by, or related to aircraft.
South Shields bus 134-CU4607 was the first of three Crossley double-deckers which arrived during 1946. Looking very smart in their Manchester style streamlined livery, they were the first new buses built after the wartime ‘utility’ standard was relaxed. The industry was just getting back on its feet and deliveries were slow in coming. This one arrived in February, with the other two following in June and July. It is seen here being shown off at the Pier Head terminus at the bottom of Ocean Road
February 1946 : official photograph, colour by Malcolm Fraser
This streamlined train consists of a 4-10-4 steam loco, one baggage car, three coaches and a observation car.
On the streamlined Alfasud coupé, the 2.5 V6 in a central position.
Racing chassis and a configuration for four-wheel drive.
Museo Storico Alfa-Romeo
Viale Alfa-Romeo
Arese
Italy - Italia
November 2018
This C&O Hudson locomotive was built by ALCO in 1926 as a 4-6-2 Pacific type locomotive hauling standard passenger service trains. In 1946, the C&O decided to rebuild several Pacific class locomotives as 4-6-4 Hudson type locos for newly planned Luxury Chessie Passenger trains. Unfortunately due to automobile and airplane expansion around that time, the Luxury Chessie trains never came to be. The rebuilt Hudsons served standard passenger service until 1953. This locomotive went into storage until 1968 when it was then moved to the B&O Railroad Museum in Baltimore, MD. Its definitely awesome to see in person, and never gets old. I've seen it 3-4 times and still can't help but capture pictures of it and stare at it for long periods of time. Definitely a sexy locomotive.
Colas' 67027 is seen tailing 67023 on the 1Q50/1338 Burton Ot Wetmore Sidings to Doncaster West Yard NR test working, seen at Willington Station on 20/09/18.
File name: 08_05_000286
Title: Economy and comfort in modern streamlined coaches
Date issued: 1910-1959 (approximate)
Physical description: 1 print (poster) : color
Genre: Travel posters; Prints
Subjects: Railroad travel; Railroad passenger cars; New York, New Haven, and Hartford Railroad Company
Notes: Title from item.
Location: Boston Public Library, Print Department
Rights: Rights status not evaluated
One of the most famous and highly manufactured vans in the world, but an unfortunate rarity over here in the UK, the Ford E-Series have been in production since 1961, starting out as a bulky van like the Mystery Machine from Scooby Doo, before gradually evolving into the more streamlined style it adopts today.
Based on the compact Ford Falcon, the first Ford Econoline was introduced for the 1961 model year. Sized roughly to compete with the Chevrolet Corvair 95 and Volkswagen Type 2. It was originally offered as a cargo van, an eight-passenger van with three rows of seats (which carried the Ford Falcon name) and as a pickup truck. The original E-Series was a cab-forward design, where the engine was positioned at the rear and the driving position was located above the front axle. The body styling borrowed heavily from the, smaller, UK produced, Thames 400E which had been in production since 1957 and the 1956-64 Jeep Forward Control.
The next generation E-Series was given a delayed release in 1968 due to strike action, and had undergone a major redesign from the original. The redesigned Econoline would mark a major change for van design in North America, with the original cab-forward design being replaced by a front axle repositioning at the front end of the van, and "Twin I-Beam" front suspension being brought over from the F-Series trucks. Shedding its Falcon roots, the Econoline moved the engine forward of the driver, allowing for the use of heavier-duty powertrains, including the first V8 engines.
The first E-Series to truly take the world by storm was the 3rd Generation of 1975. The Econoline was given a ground-up redesign using an all-new platform, with improved interior room and engine access over both its predecessor and its competition, including the engine being moved further forward and the hood lengthened and flattened. A higher degree of parts commonality with the F-Series made itself known in the bodystyling, in the form of the vent windows, taillights, and wheels In 1978, much of the Econoline's front end design would appear on the Transit MkII, one of Britain's most iconic commercial vehicles.
In 1992, the E-Series underwent its first major change for 17 years, with a far more aerodynamic exterior was used over the same platform architecture. As before, the powertrain consisted of a 4.9L inline six, 5.0, 5.8, and 7.5L V8 engines, or a 7.3L diesel V8. Inside, an all-new drivers' compartment allowed for more room for drivers and improved ergonomics. On all models except the Econoline 350, the steering wheel was now equipped with an airbag; this was a first for a full-size van. The consumer-oriented Chateau Club Wagon version was Motor Trend magazine's Truck of the Year for 1992. While all 1992/1993 model year Econoline vans equipped with air-conditioning used R-12 Freon, Ford began using CFC-free R134a refrigerant in 1994 models beginning in late summer or early fall of 1993. The Econoline received a CFC-free air-conditioning system in September 1993, or earlier. The same is true for all 1994 Ford trucks and SUVs, including the Bronco, F-series, Ranger, and Explorer.
I fondly remember this generation of the E-Series as it was often the basis for Hotel Transfer and Terminal Transfer buses at airports in the United States, often being my ferry to either the Holiday Inn across the way or the Alamo Car Rental adjacent to the airport. They always struck me as very sturdy, very comfortable machines, and I often asked myself why American cars and trucks never caught on here in the UK as they had just as much space and practicality as our European equivalents.
2007 saw the final variation of the E-Series introduced, with the van receiving a completely redesigned front end similar to that of the 2008 Ford Super Duty trucks. It has been overhauled with better handling and more payload. Updates to the front end of the van include larger headlights, a larger grille, and a longer hood than previously used on E-Series and Econoline vans. The 6.0L turbo diesel was retained on the E-Series, while Super Duty received the new 6.4L twin turbo diesel. A series of upgrades to the braking, suspension and steering systems also resulted in improvements in ride and handling, braking performance and load carrying capability, although the Twin-I-Beam front suspension remained. Four-wheel drive was available through Ford Fleet Truck using current model year Super Duty parts.
The E-Series however came to the end of its 48 year production run in 2014, being replaced by a larger version of the Ford Transit, probably one of the few instances where a European variant of an American truck has replaced its American parent. In all, the best part of 175,000 of these trucks were sold between 1980 and cessation of production in 2014, with 95% of all sales being to fleets and half of those being cargo variants. The E-Series has often been credited as one of the best selling trucks in America, and, like many great Western cars, continues to have spiritual production in China by the Jiangling Motors company.
rear wing upper streamlined curve ..
BMW 8i plug-in hybrid sports car
Newlands Corner, Albury //Merrow - Guildford,Surrey -UK
This VIS image shows part of Athabasca Valles. Several streamlined islands are visible, with 'tails' pointing downstream. Arising from Cerberus Fossae, the formation mode of this channel is still being debated. While the channel features are similar to water flow, other features are similar to lava flows, and yet other features have an appearance of slabs of material that floated on an underlying fluid. This is just one of the complex channel formations in the Elysium Planitia region.
This martian scene spans 18 x 66 kilometers (11 x 41 miles). To see where on Mars this area lies, and to download high-resolution versions of the image go to themis.asu.edu/zoom-20220112a
See the Red Planet Report at redplanet.asu.edu for updates on Mars research and exploration. For more about Mars geology, check out the Mars-ePedia: marsed.asu.edu/marsepedia
For the latest THEMIS Mars images as received by mission scientists, see themis.asu.edu/livefrommars. To learn more about the THEMIS camera and its Mars images, see themis.asu.edu
This image is in the public domain and may be republished free of charge. If used, please credit it as NASA/JPL-Caltech/Arizona State University.
1:76 Scale, OO Gauge model railway - Radford Mill.
Set in the Big Four steam era.
Seen at Mansfield Exhibition 2022.
The streamlined cabs had a wrap-around 7-pane windscreen with the driver sat centrally in the cab. The V-shaped "speed whiskers" livery has been recreated using a small amount of coloured vinyl.
Something a little more streamlined. Although I was hoping for something a bit more explicitly futuristic, the modern look is still nice.
It only really needs some work on the rear areas and then exterior detailing. (the dichotomy of streamlined and detailed continues to elude me!)
Interesting block glasswork, on the streamlined OPPD maintenance garage, near 17th and Howard, Omaha, NE.
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.
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 ;-)
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
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).
"T.V." Tommy Ivo's streamlined Top Fuel dragster
During qualifying, an engine explosion sent Ivo's car barrel rolling across the finish line, virtually destroying it, though Ivo walked away.
"I was running 240 (MPH) upside down, backwards," Ivo told Hemmings Muscle Machines for a Hot Rod Hero profile on him. "I hit the guardrail, and the car came apart like a two-dollar watch. It was worth the price of admission. I thought it was curtains, and when I felt that, I became euphoric - the scare went away. I was mad at myself because I'd closed my eyes and missed the show."