View allAll Photos Tagged streamlined
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.
Rising proudly at a curve in San Francisco’s exclusive Sea Cliff neighborhood, this striking Tudor Revival home is a rare example of Old World charm on the California coast. Defined by its steeply pitched gables, crenellated brickwork, and decorative half-timber accents, the residence stands out among its more streamlined neighbors with unapologetic historical flair. The red brick façade, punctuated by limestone trim and crowned with slate roofing, evokes the grandeur of an English manor—transporting visitors across the Atlantic without ever leaving the Bay Area.
Tudor Revival architecture gained popularity in San Francisco during the 1920s and ’30s, often commissioned by affluent families seeking to convey permanence and status. This home wears that heritage proudly. The embellished chimney, turret-style corner bay window, and battlement-like detailing on the upper stories add layers of visual interest while reinforcing the style’s medieval inspirations.
Sea Cliff, known for its coastal views and architectural diversity, offers a dramatic backdrop to this storybook home. Just steps from scenic overlooks and the trailheads of Lands End, the location pairs old-world ambiance with natural grandeur. The landscaping is elegantly understated, letting the architecture remain the star—while the brick-and-stone perimeter wall mirrors the home’s materials, creating a cohesive streetscape.
Whether you're an architecture buff or simply a lover of fairytale aesthetics, this Tudor gem exemplifies why Sea Cliff is one of the city's most fascinating neighborhoods. It’s a postcard from the past—perfectly preserved on a Pacific bluff.
SBB Re460 059-9 and RABDe500 042 are southbound whilst Trenitalia ETR470 is headed to Zurich. Arth-Goldau on 21 June 2015
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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.
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.
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.
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...
As seen on the southbound platform of the Fairmount stop. I wonder if it's original to this stop? I'd find it hard to believe that it's newer than from the 1940s.
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!
One of the many limited volume custom bodies available for the mid-thirties Mercedes 500/540 K, the Autobahnkurier is a closed body Coupe.
Designed to be streamlined and make to most of the 200 hp supercharged straight-eight on the newly opened autobahn (freeways).
Most of the custom bodied, ultra exclusive vehicles from this period are unique inthe form of the bodies, trim and details. The model here features black fenders a turret with lime green hood (bonnet) doors and rear.
Built for Flickr LUGNuts 50th build challenge - " The stuff dreams are made of" - this Key Lime Mercedes-Benz is the unique ride of the femme character in the lead story.
The story.....
"Nice car."
"Thanks."
What else can I say - this thing is enormous. I sputter out - " I like the colour."
"Thanks, Key Lime. It was nice talking with you."
"Yes, certainly."
She applied some steering lock, obviously with some effort when stationary. I heard the gear change and the engine note falter briefly as she engaged the clutch.
For such a large car, it appeared to move gracefully, the enclosed wheel forms giving the illusion that the wheels were not rolling.
Once onto the road the whine from the supercharger kicked in as more throttle was applied.
I looked into the distance for a long time - I could no longer see the car, nor hear it.
"Key Lime. At least that makes sense." I said to myself, as I walked over to the bucket of bolts I call my own car.
I headed off in the other direction.
"Key lime. Whata-yer-know?"
The model.
The 540 K Autobahnkurier model features a inline lego pison engines driving the rear wheels. The rear axle features a simple indepndent suspension (the first for a Mercedes-Benz model during the period). The bodywork is a two-door coupe with a piano hinge bonnet revealing the engine. A modicum of steering is available under the long front fenders.
Celebrating LUGNuts 50th - thanks Lino, Nathan and the moderators for all your effort, encouragement, criticism and awesome models.
In the 1930s streamlining was like a magical language that defied cultural, social, and economic differences, like laughter or a smile, it was easy to interpret. During this era of aerodynamic enlightenment, from the late 1920s up until the beginning of World War II, there were several schools of thought on the application of aerodynamic principles. Most were developed in France, Germany, and the United States. Interestingly, the concepts, even those adopted in Europe, had their roots in America through the work of visionaries Buckminster Fuller and Norman Bel Geddes. The theories of Fuller were elemental; to achieve greater speed, one needed to reduce, or eliminate, a vehicle’s resistance to the wind. One way was to bludgeon it with sheer horsepower; the other was to slide through it like a rapier. Observed Bel Geddes, “Speed is the cry of our era, and greater speed is one of the goals of tomorrow.”That the need for speed led to a convergence of styling, which appeared almost simultaneously in the 1930s at European Motor Shows and in the United States, at the Chicago World’s Fair Century of Progress Exposition in 1933 and again at the New York World’s Fair in 1939.In Detroit, realization of aerodynamics as a viable styling cue and means of improving an automobile’s performance began in the early 1930s. The most dramatic result was achieved by Pierce-Arrow in 1933 when the aerodynamic Silver Arrow design was unveiled at the Chicago Century of Progress Exposition. Ironically, the futuristic Pierce-Arrow show car had originated in Harley Earl’s Art and Color Section of General Motors! It was there that a talented young designer named Phil Wright began work on what he called an aerodynamic coupe. Had it not been for an ill thought out budget cut the stylish Silver Arrow might have been seen for the first time on the Cadillac display stand instead of Pierce-Arrow’s.Wright had fallen victim to a belt tightening at GM in 1932 before completing the design. His sudden dismissal turned out to be a blessing. Retaining the drawings he had worked on at General Motors, he paid a visit to his friend Roy Faulkner at Pierce-Arrow. When Faulkner was one of E.L. Cord’s top executives, he had hired Wright to design a show car on the L-29 chassis. Now Faulkner was Vice-President of sales for Pierce-Arrow. When Wright unrolled the renderings across his desk, Faulkner saw the future of the automobile, a sleek, aerodynamic shape unlike any car then in production. He hired Wright on the spot and immediately sent him to Pierce’s parent company, Studebaker. Working with Studebaker’s chief body designer Jimmy Hughes, in South Bend, Ind., Wright penned the final details of what was to become the 1933 Silver Arrow. On New Year’s Day, 1933, the first 12-cylinder Pierce-Arrow Silver Arrow was ready for delivery to the New York Auto Show. Thereafter, Silver Arrows were finished every 12 days until a total of five had been built. The second, fourth and fifth cars were dispatched to Pierce-Arrow headquarters in Buffalo, N.Y., the third to the Century of Progress Exhibition in Chicago, where it vied for attention with Cadillac’s new V16 Aero-Dynamic coupe. Apparently, after Wright’s departure, GM management (likely prompted by Harley Earl) had a change of heart, or they simply caught wind of what was going on at Pierce-Arrow. Either way, GM’s luxury car division was not going to be upstaged at the Chicago World’s Fair.Cadillac described its sleek new body design as an Aero-Dynamic Coupe. Bodied by Fleetwood and built on a Series 452-C, 149-inch wheelbase chassis, the 16 cylinder car featured pontoon-type fenders and a streamlined fastback roof – a look that would not only influence GM automotive designs well into the 1940s but automotive styling the world over.
Like the streamlined Cadillac, the Silver Arrows also brought about a styling renaissance, pioneering designs that would later become industry standards such as flush fenders, concealed running boards, and recessed door handles. In true Pierce-Arrow fashion, the headlights were faired into the fenders, a styling element the company had pioneered. Not surprisingly, the Pierce-Arrow exhibit was continually crowded with spectators drawn to the automaker’s claim of giving “…the American public a concrete vision of the automobile of the future.”In 1934, Pierce-Arrow introduced a production version of the Silver Arrow, just as Cadillac began offering the Aero-Dynamic Coupe as a coachbuilt body for V8, V12, and V16 chassis. The Cadillac production models were almost identical to the 1933 show car. The Pierce-Arrow production model, on the other hand, wasn’t quite the thing of beauty the show car had been, but it came very close with a sloping fastback roof design, V-form rear window, and the general streamlining of the 1933 prototypes. The production Silver Arrows were offered with either the big Pierce V12 engine or a smaller and more affordable straight eight.Packard quickly warmed to this concept as well, and in 1934 four fastback models were displayed at auto shows. Unlike Cadillac and Pierce-Arrow, however, the coachbuilt Packard fastbacks were not put into production.The design influences in Europe, particularly in Germany, were those theorized and put into practice by Professor Wunibald Kamm, director of the Research Institute for Motoring and Vehicle Engines (the F.K.F.S.). Kamm worked with Daimler-Benz on the Type 80 Land Speed Record car among others. More importantly his work sewed the seeds of aerodynamics throughout Germany in the 1930s.Apart from racecars, at Sindelfingen, Mercedes-Benz stylists were enthralled with the possibilities of aerodynamics as they applied to road cars. The first example from the factory appeared in 1934, the 500K Autobahn Kurier sport limousine (in Germany at the time, four-door sedans were called limousines) establishing a body style that would carry on into the 540K series, and the striking 1935 Type 290 and 1937 Type 320 streamliners.
The final developments of the streamlining era came just as war threatened Europe. What had begun in 1934 as a streamlined, fastback body style for the 500K, to be used as a racing car, had evolved by 1937 into a beautifully sculptured, four-door sedan on the Mercedes-Benz Type 320 chassis. The streamlined 320 sedan utilized the same coachwork and chassis as its predecessor, the Type 290, which had become a more affordable luxury line in contrast to, but in a style resembling the more costly supercharged 540K series.In the 1930s there were no Ferraris or Lamborghinis; exotic cars bore names like Isotta-Fraschini, Hispano-Suiza, Delahaye, and Talbot-Lago. In America, however, these were not familiar names, and the better-known foreign marques of the period, Mercedes-Benz, and Rolls-Royce were the exclusive purview of America’s cafe society. There was one foreign marque, however, that millions of Americans came to know in the late 1930s. Delage. The credit for this feat goes to a stunning trio of cars sent by the French government for display at the 1939 New York World’s Fair, cars that were observed by curious Americans, most of whom had never seen a French automobile.Of the three Delages commissioned by the French government, the first two were bodied in 1938 by Letourneur et Marchand for display in the French Pavilion throughout 1939. The third Delage, designed and built by Henri Chapron, was added in 1940 after the fair was extended an additional year by New York Mayor Fiorello LaGuardia. All three cars were built on the new Delage D8 120 chassis and powered by a Delahaye-built 4.7 liter straight eight. The overhead valve Delahaye eight, like the 4.0 liter Delage engine before it, was capable of making 120 horsepower at 4000rpm, sufficient to run an average car up to 90mph, and with lighter weight coachwork, over 100mph. The most striking of the three World’s Fair models was the streamlined Aerodynamic Coupé with its sweeping arched window design and sleek fastback roofline. The beginning of World War II prevented the World’s Fair cars from returning to France, and all three were sold to American buyers after the Fair closed for an estimated price of $7,500 each. They have remained in this country ever since.Many of the body designs produced by France’s most respected carrosserie in the 1930s might have appeared outrageous, designed for the solitary purpose of attracting attention, but these innovative French designers were attempting to do something more than simply turn heads along the Champs Elysées. Motorcars bodied in the 1930s by Jean-Henri Labourdette, Franay Fréres, Jacques Saoutchik, and Joseph Figoni, were serious aerodynamic studies, albeit in the French idiom. Most had been at the forefront pioneering a design principle in the late 1920s known as Goutte d’eau, literally translated, a “drop of water.” The French regarded this as what we might call today, organic design: the water droplet is nature’s most perfect aerodynamic shape. Goutte d’eau endowed the obsequious fenders of French cars with new prominence, and lent itself to bold, sweeping coachwork that is still visually stunning and inspiring more than 70 years later.Joseph Figoni and his associate Ovidio Falaschi awed and often shocked the automotive world of the 1930s with their extraordinary designs. The water droplet or “tear drop” was the inspiration for nearly all of Figoni’s unconventional but often beautiful body styles. The most dramatic of these were the Talbot-Lago T150 SS Coupés. No more than a dozen were built, and in several variations including at least one with skirted rear and front fenders. These strikingly sleek automobiles were the result of Figoni et Falaschi working hand in glove with Major Anthony Lago, who had snatched Talbot from the brink of insolvency in 1934.Talbot-Lago was perhaps the most profound success story of the 1930s. Lago stepped in with his own money to purchase the insolvent Automobiles Talbot and Societe Anonyme Darracq, (the French subsidiary of the British Sunbeam-Talbot-Darracq), literally rebuilding it from the ground up in just five years. He did this by producing sporty road cars that could also double as race cars. While the workers at the Talbot factory in Suresnes thought racing was an odd way to bring vitality back into the financially bereft company, by 1937 Talbot-Lago sports cars were defeating the leading purpose-built European marques, finishing first, second, third, and fifth in the French Grand Prix (The 24 Hours of LeMans), winning the famed Tourist Trophy, and taking the checkered flag in both the Marseilles and Tunis Grands Prix. By the late 1930s the company was one of the three top contenders in French motorsports.The T150 SS was a far more complicated design than many realized at the time of its introduction. As with most Figoni coachwork, the power of the body was gathered around the wheels, which were enclosed in thin, flowing independent teardrop fender pods separate from the body but blended in to appear as an integral part. The doors were another masterpiece, large, rear-hinged ovals that opened away from the body allowing easier entry and exit from the egg-shaped passenger compartment. The teardrop body actually elongated the look of the car, since the T150 SS had a relatively short wheelbase.Then there was André Dubonnet, an action-loving young millionaire, sportsman and race driver, whose grandfather Jean had created the popular aperitif. André was responsible for several remarkable sporting cars produced throughout the 1920s and 1930s, one of which became the most aerodynamic automobile of the prewar era.Towards the end of the 1920s, Dubonnet had befriended French engineer Gustav Chedru and the two devised a revolutionary independent front-suspension design, fittingly dubbed the “Dubonnet System.” While few automotive enthusiasts remember the name, most are familiar with the design. Dubonnet sold the manufacturing rights to General Motors in 1934, and it appeared on new GM models under the name Knee-Action suspension.Dubonnet had constructed several chassis to test the design in 1932. The original body on the Dubonnet chassis was a streamlined, front-wheel-drive sedan which he named Xenia. Around 1937 Dubonnet had a new body built to his specifications by Parisian coachbuilder Jacques Saoutchik. He understood the theories behind the streamlined coachwork Dubonnet envisioned. The car was to be as much like an aircraft as an automobile. In 1938 the stunning Dubonnet Xenia coupé was completed, and it was unlike anything anyone had ever seen.The rounded, swept-back body had an aircraft like canopy, and doors hinged to open out and slide back alongside the body, much like the sliding doors on today’s minivans. The roofline and teardrop fenders converged at the back, forming a tapertail that looked like something from a Buck Rogers serial. The only thing Saoutchik had failed to do was recess the headlights into the fenders, as Figoni had done with the Talbot-Lago T150 SS bodies.The interior design also followed the styling of late 1930s sports aircraft, with lightweight seats, floor matting, and a metal instrument panel. The streamlined Xenia was equipped with a 160-horsepower Hispanio-Suiza H6C engine, and Dubonnet had planned to attempt several speed-record runs with the car in 1939. World War II undid his plans. The Dubonnet’s only public appearance was in 1946 when it inaugurated the Saint-Cloud Tunnel at the start of the great Normandy autoroute.Aerodynamics and streamlining were very powerful influences on both sides of the Atlantic. The lowly fender, which had evolved throughout the first decades of the 20th century from a simple splash guard in the 1910s, to rakish cycle-style fenders hovering above the tires on motorcars of the early 1920s, to the bolder pontoon styles a decade later, became the stylistic focal point for an entirely new genre of design in the 1930s. Of course, fenders were not the sole benefactors of streamlining – rooflines, backlights, hoods, even grilles were treated to the positive effects of improved coefficients of drag. That it all happened simultaneously in Europe and the United States makes streamlining something of a mysterious and wonderful coincidence.
www.heacockclassic.com/articles/streamliners-and-the-evol...
@algonquinoutfit : Available at AO the #arcteryx Cerium LT Hoody is streamlined, lightweight, & has a high warmth-to-weight ratio.… t.co/Fp40J48Bl3 (via Twitter twitter.com/algonquinoutfit/status/800047263854759936)
Preset Style = Streamlined
Format = 6" (Medium)
Format Margin = Small
Format Border = Sm. Rounded
Drawing = Technical Pen
Drawing Weight = Medium
Drawing Detail = Lower
Paint = Natural
Paint Lightness = Normal
Paint Intensity = Normal
Water = Tap Water
Water Edges = Medium
Water Bleed = Minimal
Brush = Natural Detail
Brush Focus = Everything
Brush Spacing = Wide
Paper = Plain
Paper Texture = Medium
Paper Shading = Light
Options Faces = Enhance Faces
New York Central 4-6-4 Hudson, J3a class, streamlined art deco steam locomotive # 5451, was designed for the 20th Century Limited, and is seen in the roundhouse at Harmon, New York, 1940. This locomotive has roller bearing side rods. A shopman is working with what appears to be a paint sprayer. Photo courtesy of an unknown source.
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.
New York Central 4-6-4 Hudson, J3a class, Henry Dreyfuss styled streamlined steam locomotive # 5453, is seen in the railroad yard at Harmon, New York, 1938. This locomotive was designed to haul the 20th Century Limited. Notice the Scullin Disc drivers mounted on this locomotive and the roller bearing side rods. This locomotive is hauling a standard streamlined sheathed tender. Photo courtesy of an unknown source.
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.
This model is a 4-6-4 NYC "Hudson" Dreyfuss inspired streamlined steam locomotive. The nose is a bit wider than most New York Central Hudson types because the 2 x 4 x 4 parts are very expensive in black on bricklink, so I made the curved boiler a bit wider and more angled.
The railway name on the sides of the tender will read Lego-Land Central. The sides of the engine shall have the number 7715 written on it in official printed 1 x 1 tiles. The engine number comes from the set is inspired by: 4.5v Push-Along Passenger Steam Train set 7715. That is also coincidentally is near Mr. Sava's 7244 number on his Hudson - type.
The railroad that owns this train is the Lego-Land Central, and runs the train from World City to Heartlake City with stops at Classic Town, Paradisia Coast, Duplo-Ville, Ninjago City, (where the electric loco is replaced by a steamer or vise versa for the rest of the trip) Fabu-Land, Technic Town, Fort Legoredo and the Castle Realm. (with extensions into the Forest of Failed Themes and the Outer Dimension of Galidor at certain times of the year.)
(Here is a link to Sava's model: www.flickr.com/photos/savatheaggie/3117784318/in/faves-55... )
The postal authorities of the puppet state of Manchukuo (Manchuria, forcibly annexed by Japan) issued this stamp in 1938, showing one of the streamlined 4-6-2 locomotives used to haul the Asian Express, the prestigious passenger train operated by the South Manchuria Railway (Mantetsu) that covered the 943 km (586 miles) between Dalian and Harbin in around 13 hours, at speeds of up to 75 mph. Not only was this the fastest train in Asia, but few American or European railways could match such speeds at the time.
The South Manchuria Railway was central to the Japanese presence in Manchuria. The Chinese government gave the original concession to build and operate the line to the Tsarist Russian government in 1898. The Russian regime had major ambitions to expand its territory into the Far East, only to be thwarted by the equally ambitious Japanese. This culminated in the humiliation of the Russo-Japanese War. The 1905 peace terms included the transfer of the South Manchuria Railway concession to Japan. Recognising the important role of railways in its own swift transformation from an isolated medieval state to a burgeoning industrial powerhouse, the South Manchuria Railway became a strategic mainspring of Japan's own imperial ambitions. Those ambitions included prising away the resource-rich Manchuria from a China that had been weakened by several decades of anarchy and civil war.
The trigger for Japan's annexation of Manchuria was the Mukden Incident of 1931, when rogue forces within the Imperial Japanese Army planted explosives beneath a section of the South Manchuria Railway. Minimal damage was caused, but the Army declared that it was obliged to defend the country's citizens and strategic investments in Manchuria, sending forces that wrested total control over the region. The puppet state of Manchukuo was duly created, and Japanese citizens were encouraged to colonise the territory, which the Japanese envisaged as playing a similar role to Canada and Australia within the British Empire. Modern new cities were created for the 800,000 or so Japanese who followed the call, and the capacity of the South Manchuria Railway was expanded, principally to transport coal, iron ore and large harvests of soy beans for shipment to the mother country.
To convey the technocrats, civil servants and army personnel who spearheaded Manchukuo's colonisation, the Asian Express was launched in November 1934. It represented the ultimate in contemporary steam railway technology. Haulage was in the hands of a dozen Pashina class 4-6-2 Pacific locomotives, designed by a precocious locomotive engineer, Nobutaro Yoshino. The first three were built in the Mantetsu's own workshops, the rest by Kawasaki in mainland Japan. As an aircraft manufacturer, Kawasaki made available its wind tunnel to maximise the efficiency of the streamlined casing.
To put the Asia Express into a global context, it should be noted that in Britain, Sir Nigel Gresley did not introduce his iconic A4 streamlined design until 1935, while the US railroads that embraced streamlining also lagged behind.
High-speed operations of the Asian Express ended in 1943, and the Japanese were duly expelled from Manchuria. But all 12 Pashina locomotives survived to be acquired by the Chinese State Railways, becoming Class SL7. Some lost their streamlined casing, but the class remained active into the 1980s. One has been preserved.
Marcel RIFFARD streamlined the Aircraft's Shape
Both Versions of this Caudron - C.450, C.460 - will be based on his Design
More about the Research Engineer here
fr.wikipedia.org/wiki/Marcel_Riffard in french
en.wikipedia.org/wiki/Marcel_Riffard in a few eng. words
More about the Artist Louis PETIT (and back of PC) here
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611, view of its nearly empty tender interior coal pocket as seen in Chattanooga, Tennessee, October 1989. This view wasn't available for long because next to the tender was spotted gondolas and hopper cars filled with coal along with a bucket crane on standby for loading. In this view you can see a portion of the tender side sheeting with its braces. The steam locomotive, tender and auxiliary water tender were being prepared, maintained and serviced for their next day assignment to a Railfan Excursion Train.
LMS/BR Duchess Class 4-6-2 No. 46251 "City of Nottingham" (de-streamlined tender). Finished BR Maroon Livery & Lining with British Railways Late Crest Tender. Fitted with two crew members.
DJH kit (K101) professionally handbuilt & painted in Britain. OO Scale (4mm).11 & 1/2 inches length (295 mm). Markits Motor & Gearbox. Markits specially scaled 6'9" (27mm) bevelled spoked wheels for this model. White Metal one piece Boiler, Firebox & Smokebox. Etched Brass Cab, Smoke Deflectors & Tender. Precision Etched Brass Frame Chassis. Brass Hand Rail Knobs. Etched Valve Gear. Etched Brass Name Plates, Boiler Number.
The London Midland and Scottish Railway (LMS) Coronation Class is a class of express passenger steam locomotives designed by William Stanier. They were an enlarged version of the LMS Princess Royal Class. Several examples were originally built as streamlined, though this was later removed. The non-streamlined locomotives were often referred to as Duchesses, though to enginemen they were often known as Big Lizzies.
They were the most powerful passenger steam locomotives ever to be built for the British railway network, estimated at 3300 horsepower and making them far more powerful than the diesel engines that replaced them.
BR Red was carried on 16 locomotives from the late 1950s: Nos. 46225-6, 46228-9, 46236, 46238, 46240, 46243-48, 46251, 46254, 46256 allocated to the London Midland Region. 46245 was the first, in December 1957; a further fifteen examples followed between May and November 1958. The style of lining varied: the first six repaints into crimson (including 46245) were lined out in the LMS style; the last ten received the BR style of lining as used on the standard green livery; no. 46247, originally lined in the LMS style, was given the BR style in July 1959; and by November 1961 those with the BR lining were repainted to match 46245.
This model represents N°46251 "City of Nottingham" that was painted BR red in from the late 1950s allocated to the London Midland Region repainted into crimson and lined out in the LMS style. There were many variations of detail among the ‘Duchesses’ and this model has been built from DJH kit N°K101 which specifically covers N°46251 "City of Nottingham", originally a non-streamlined locomotive whose tender was later swapped for the de-streamlined type.
The air resistance can be over 90 per cent of the total retarding force on a bicycle. The skin of this bike reduced that force substantially. Even in those early days this Göricke bicycle will have been much faster then 'classical' bikes.
Left in red: "General Agent to The Netherlands and colonies"
German bicycle brand from Bielefeld. Since 1964 part of the Pantherwerke AG (Löhne) Tag line Göricke: 'Begehrt seit 1874' (= 'In great demand since 1874')
The brand name 'Göricke' appears first in the list of the Dutch 'Bureau voor Industriële Eigendommen' in 1911. Owner: Göricke, Bielefeld (Germany).
Another streamlined bicycle in my photostream: 1913 Vélo-Torpille.
Ad published in 1917.
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Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611, while rounding a curve, leads its northbound Railfan Excursion Train from Chattanooga to Oneida, Tennessee, October 1989. Various photographers are seen leaning out of the train. This main line was a former Southern Railway property. This photo is not the sharpest of my grouping, but I liked the scene presentation.
These are a few Streamlined and Semi-streamlined steam locomotives in HO scale. All are brass, except the two British LNER locomotives. Chesapeake and Ohio RR (C&O) Class L 4-6-4
At first sight this streamlined trailer looks like a 1950s caravan, but it is not a vintage one, it is total new.
See also: www.retrosellers.com/features405.htm
A1 Motorway, near Amersfoort, July 24, 2012.
Norfolk Southern operated N&W streamlined J-class 4-8-4 Northern steam locomotive # 611 has led its Railfan Excursion Train to its destination at Oneida, Tennessee, October 1989. On the left side of the train is the park area where the food vendors and novelty sales tents were set up for the passengers. This area of the railroad was in a portion of the former Southern Railway Rathole Division.