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Morris 15cwt streamlined van alongside a Handley Page HP42. airliner.Four HP42 and four HP45s were built and entered service in 1931 the HP45 held less passengers and more luggage for the European flights,the 42s did the longer routes.They had four Bristol Jupiter 9 cylinder radial engines of 490hp each.No incidents involving passengers occurred while the planes were with Imperial.
The lot of them were transferred to the RAF in 1939 as transports with 261 squadron, non survived the war some being wrote of in landing incidents and two blown together in a gale at Bristol and damaged beyond repair.
G.P.O
I streamlined an earlier design for this submission to LEGO CUUSOO. Please consider supporting it at lego.cuusoo.com/ideas/view/11492
A4 no. 60034 "LORD FARINGDON" is part way through its heavy intermediate overhaul in the erecting shop at Darlington Locomotive Works on 13th. March 1965 (it was completed 5 weeks later, in April). Without wheels and various other external fittings the A4's do not look at all like the streamlined 100 mph machines that were/are familiar to enthusiasts, although, in 1965, it was good to see that some of them were deemed to be worthy of heavy repairs.
www.palais.mc/en/museum-and-visits/the-cars-collection-of...
The Cars Collection of H.S.H. the Prince of Monaco
At the end of the 1950s, the car enthusiast Prince Rainier III began collecting old cars. His collection gradually grew over the years as he acquired more and more models, and the garage at the Prince's Palace soon emerged as too small to contain this collection of around a hundred stunning streamlined and sporty cars, from majestic body work to gleaming hoods and regal radiator grills!
In 1993, Prince Rainier III therefore decided to open his precious collection to the public.
Located on the Terrasses de Fontvieille, the exhibition spans 5 000 m2 and is unique in the world, bringing together around a hundred-odd different cars, from a 1903 DE DION BOUTON to the 2013 LOTUS F1 via HISPANO SUIZA, ROLLS ROYCE, LINCOLN, FACEL VEGA, DELAGE, DELAHAYE, PACKARD, HUMBER, NAPIER, FERRARI, MASERATI, LAMBORGHINI, ALFA ROMEO, the LEXUS used for the royal wedding in 2011, and without forgetting the racing cars seen at the Monte Carlo Rally and the Formula 1s from the Monaco Grand Prix.
The Car Collection of H.S.H. the Prince of Monaco will host a unique exhibition of Ferrari vehicles from 3 December 2018 to 15 March 2019.
Founded by Enzo Ferrari in 1947, in Maranello in Italy, the cars with the prancing horse have left their mark on automobile history on road and circuit. Manufacturer of race and sports cars, Ferrari quickly became an automobile benchmark, both technically and aesthetically.
At this exhibition, unique, around 50 of competition and sport cars, the most iconic of the brand, which built the Ferrari legend and which millions of fans dream about, will be brought together in the Principality for four months.
For more information, please consult the Website of the Cars Collection of H.S.H. the Prince of Monaco: www.mtcc.mc
Shows How To Get On And Off Tram
"A section of 'Safety Town' at the City Hall features an exhibit designed to instruct tram patrons in the correct manner of boarding and alighting from trams," said Mr. S. L. Quinn, general manager of the Brisbane City Council Transport Department.
"Uniformed instructors will explain methods of accident prevention, with the help of large illustrated posters showing the dangers of carelessness and too much hurry," he added.
A full-scale model of portion of the latest streamlined tram will enable instructors to demonstrate how safety may be ensured while travelling by tram.
An interesting feature of the exhibit is the display of scale-model trams dating from the earliest days to the latest streamlined models of tram, bus and trolleybus now under the control of the Brisbane City Council's Transport Department.
"Safety Town," which will be opened at the City Hall on Thursday, is sponsored by the Queensland Road Safety Council. Hours of inspection will be 10 a.m. to 10 p.m. Admission will be free.
Description source:
Brisbane Telegraph, 13 December 1949
View the original image at Queensland State Archives:
The Brisbane tramway network served the city of Brisbane, Australia, between 1885 and 1969. It ran on standard gauge track. The electric system was originally energised to 500 volts, and subsequently increased to 600 volts. All tramcars built in Brisbane up to 1938 had an open design. This proved so popular, especially on hot summer nights, that the trams were used as fundraisers and often chartered right up until the last service by social groups.
Most trams operated with a two-person crew – a driver (or motorman) and a conductor, who moved about the tram collecting fares and issuing tickets. The exceptions to this arrangement were on the Gardens line (Lower Edward Street) where the short duration of the trip meant it was more effective for passengers to simply drop their fare into a fare box as they entered the tram; and the "one man cars" which operated in the early 1930s.
The peak year for patronage was in 1944–45 when almost 160 million passengers were carried. The system route length reached its maximum extent of 109 kilometres (68 mi) in 1952. The total track length was 199 kilometres (124 mi), owing to many routes ending in single, rather than double, track. Single track segments of the track were protected by signalling which operated off the trolley wire. By 1959 more than 140 kilometres (87 mi) of track were laid in concrete, a method of track construction pioneered in Brisbane.
The last track opened was in O'Keefe Street Woolloongabba, in May 1961. However, this track was not used in normal passenger service and was merely used to reduce dead running from Logan Road back to Ipswich Road Depot.
Of the Australian capital cities which closed their networks between the 1950s and 1970s (only Melbourne and Adelaide retained trams, although Adelaide only had one line in operation), Brisbane was the last capital city to close its tram network. Despite the decision to shut down the network, Brisbane's trams were held with great affection by locals, and one commentator described their removal "one of the most appalling urban planning mistakes in the city’s history". There have been ongoing proposals since the early 1990s to reinstate a functional tram network.
Brisbane expanded to become one of the most dispersed cities in the world by the 1870s. In the early years of Brisbane's settlement walking was the most convenient way to get around as most people choose to live close to their workplace. In 1875, the railway line to Ipswich opened up some areas in western and southern districts, however fares were expensive, as was owning a horse.
By 1885 an omnibus service reached almost every part of Brisbane. Omnibuses consisted of a strongly constructed wooden wagon with seating for males on the roof and a back-door entrance to the interior.
On 10 August 1885 the Metropolitan Tramway and Investment Company began official horse-drawn tramway services for the public. The 18 tramcars were built from highly polished cedar and mahogany in the United States by JG Brill Company and John Stephenson Company. Fares were expensive, with the typical patron belonging to the middle class. Some even used the services to go home for lunch. Depression struck in 1893 and combined with 1893 Brisbane floods the horse-drawn tramway services saw large drops in patronage.
The first electric tramway ran along Stanley Street, in South Brisbane on 16 June 1897. Horse-drawn carriages were still being used in 1899.
In 1900 local residents were agitating to have the Kelvin Grove tramway extended along Enoggera Road to the Newmarket Hotel in Newmarket. However, a new bridge over Enoggera Creek would be required.[5] Also there were concerns that the close proximity of the proposed tramway would take revenue away from the railway line. However these concerns were resolved and the tramway extension to the Newmarket Hotel was opened on Monday 27 July 1903.
Up until the end of World War I, Brisbane's trams were the primary method used for travelling within the city.
Between 1923 and 1934 tram services in Brisbane were greatly expanded. Brisbane's tramway system came under the control of the newly merged Brisbane City Council (BCC) in 1925.
After seven years of agitation, Brisbane's tram service was extended to Grange in July 1928. The opening ceremony was attended by the Lord Mayor of Brisbane, William Jolly, and two Members of the Queensland Legislative Assembly, James Stevingstone Kerr and Charles Taylor. The mayor had threatened not to attend any ceremony for the opening of the tram service because two rival groups were organising separate celebrations; he would only attend if there was a single ceremony.
Until 1934, the trams carried mail between the Brisbane General Post Office and suburban post office branches, and also acted as mobile postboxes
Through the 1940s and 1950s the tram system enjoyed strong political support within the council, which continued to expand the tram network and upgrade its fleet with some of the most advanced trams in Australia. Trolleybuses were introduced in 1951. The last tramway to open was in March 1961. Clem Jones became Lord Mayor of Brisbane the same year, and all new route construction was cancelled.
By 1948 Brisbane's trams failed to return a profit as they could not compete with the more efficient bus services. Urban development, often well away from public transport, the rise of suburban shopping centres and the relative decline in the cost of motorcars meant that as elsewhere, Brisbane's public street transport system increasingly had to compete with the private motor car and patronage slowly declined from a post war peak of 148 million passenger journeys in 1946, to approximately 64 million passenger journeys in 1968.
Political support for the tram system waned in the 1960s, particularly so after the Paddington tram depot fire on 28 September 1962. 67 trams were destroyed, which represented 20% of the entire fleet. Brisbane's Lord Mayor Alderman Clem Jones was pro-freeway and private car. The Kalinga, Toowong, Rainworth and Bulimba ferry routes closed in December 1962.
In common with many other cities, Brisbane converted its remaining tram lines between 1968 and 1969 to all bus operation. The last trolley buses ran on 13 March 1969 and the final trams ran on 13 April 1969. Photographs of this last tram ride, organised by Grahame Garner and other tramways workers are in the University of Queensland Fryer Library collection. The tramway closure was notable for the speed with which it was carried out. Over 300 replacement Leyland Panther buses were purchased, at the time the largest single bus purchase in the world. Most older, wooden trams were stripped of metal parts and then burnt at the City Council's yard at Cribb Street, Milton (adjacent to the tramway workshops). The bodies of later, all-metal cars were sold as sheds and playground equipment.
The Brisbane Tramway Museum Society was formed in 1968 to preserve some of Brisbane's trams. At present the museum has 24 Brisbane trams in its collection, with 6 operational; California type tram 47, Ten Bench tram 65, Baby Dreadnought tram 99, Dropcentre tram 341, Four Motor tram 429, and the last tram built and officially operated in Brisbane, Four Motor Phoenix tram 554. Tramway operations commenced at the museum at Ferny Grove in 1980.
There have been several proposals from both the Brisbane City Council and state government to return a tram or light rail system to Brisbane since the 1990s. The most prominent of these include the ambitious 1997 Brisbane Light Rail Transit proposal. The plans escalated to a Queensland government tender for four company consortia to purchase new trams, construct and operate the system in 1 the project was projected to cost A$235 million but was subsequently vetoed in favour of expanding the existing bus network.
These various proposed options included a line from Roma Street station to Queensland University of Technology’s CBD campus along George Street, CBD to West End and University of Queensland via Victoria Bridge and Melbourne Street and CBD to Fortitude Valley via Wickham Terrace.
In 2007, following several failed road and tunnel projects and based on the recommendations of the Brisbane City Council's 2006 CBD masterplan, Premier Peter Beattie announced $250 million of state government funding for an extensive light rail system to rival Melbourne's and significantly larger than those of Sydney or Adelaide. The plan, at the centre of the government's "Smart City" plan, was to link South Brisbane to New Farm and Bowen Hills with future extensions down the newly created South Eastern and Inner Northern Busways, bridges and pedestrian spines.[14] In the March 2008 Brisbane city elections, the Queensland Greens campaigned on a more comprehensive plan. However, by June 2008 progress had stalled, without an official project announcement, the Brisbane City Council once again distancing itself from the plan due to cost of the investment (estimated at $600 million for the New Farm link) and instead giving consideration of diverting the funds to enhancing the bus and CityCat ferry systems.
Types of trams
Unlike many other systems, Brisbane never adopted an alphabetical or numerical system for classifying its trams (cf Melbourne trams), preferring instead to use official descriptions, such as "standard centre aisle car", or "drop-centre saloon car”.
Horse trams
- single deck saloon
- single deck cross bench
- double deck - open top deck, lower saloon
Electric trams
Converted electric trams
Delivery of early combination cars was delayed and as a result the tramway company decided to convert many of the horse tram to electric operation, as a temporary expedient. Despite this, many of these converted cars remained in passenger service well into the 1930s.
California Combination car
The prototype Brisbane electric tram (No 1) was built at the Melbourne cable tram workshops from the body of a horse tram, and had 5 saloon windows instead of the usual 4 windows on the new-built Combination cars, with one fixed and one tip-over seat on each end platform.
Large Combination cars
These three trams were built in 1904 from three single deck horse trams, similar to the new-built California Combination trams but with 6 saloon windows as opposed to 4 on the new trams, and a single fixed cross-bench seat on each end platform instead of 2 tip-over seats each end. Withdrawn from service 1925 to 1930s.
Saloon cars
Each tram in this class was constructed by joining two single deck saloon horse trams together on a single motorised chassis. Their long, enclosed bodies gave rise to their nickname of "coffin cars". They were built in 1897, when delivery of new electric trams was delayed. 6 cars in this class. They were all withdrawn from service by 1930.
"Summer" cars
The 6 bench horse trams were motorised and later most were lengthened to accommodate 10 cross benches. One car was to remain in service until 1958 as an advertising car.
New-built electric trams
California Combination
Officially referred to as "Standard Combination" trams, but more popularly referred to as "matchboxes". They had a central 4 window saloon with 2 tip-over cross-bench seats on each end platform. There were 62 trams in this class, built between 1897 and 1904, with the last one withdrawn from passenger service in 1952. Two, (nos 14 and 15), were converted into "scrubber" cars (track maintenance cars). Several were used as advertising cars, with 47 and 53 being used as one man cars on the Gardens shuttle route.
Nine Bench Cars
These 4 trams were constructed in 1897 and 1898 by the Brisbane Tramways Company. They were cross bench cars with no centre aisle. Two of the benches (those attached to the end bulkheads) were fixed and the other seven benches were tip-over. They could carry 45 seated passengers, plus standees. Two were withdrawn from service in 1938, the other two were probably withdrawn in 1943.
Brills
These 20 cars were officially "bogie open tip-over cross-bench cars". They were a standard design tram built by JG Brill Company of Philadelphia, although two were built by the Brisbane Tramways Company, presumably under licence from the Brill Company. They each had 4 fixed back-to-back benches and 8 tip-over benches. The first 8 had clerestory roofs, the remainder had plain roofs. The first 8 were also fitted with couplings for trailers, but the trailers were eventually motorised (see "light twelve bench cars" below.) As these trams only had hand brakes, operating a coupled set was physically demanding on drivers. In later years these workhorses were very dilapidated and had diagonal cross bracing on each bulkhead to reduce body sway. One tram was involved in a bad accident in 1944 and was converted to centre aisle design (see Special Dreadnoughts). They were gradually withdrawn from service between 1937 and 1952.
Light Twelve Bench Cars
These eight cars were originally built as trailers between 1901 and 1903, but were motorised in 1912. They had 12 fixed back-to-back benches and could carry 66 passengers. They were all withdrawn from service between 1948 and 1951.
Standard Ten Bench Cars
There were 32 of these sturdy little single truck trams constructed in Brisbane. 28 were built by the Brisbane Tramways Company between 1907 and 1921 and a further 4 were built by the Brisbane Tramways Trust between 1923 and 1925. They had fixed, back-to-back bench seating carrying 50 seated passengers (plus standees). They were commonly called "toastracks" or "jumping jacks". In 1936 4 of these cars were converted to Baby Dreadnoughts (see below); another two were converted to this class in 1944. Apart from one car converted to an advertising car and another retained for historical purposes, they were all withdrawn from service between 1952 and 1955.
Dreadnoughts
Officially referred to as standard centre-aisle trams, 65 trams in this class built between 1908 and 1925. These trams could carry 90 passengers. The last 21, which were built for the Brisbane Tramways Trust between 1924 and 1925, had 12 windows, remainder built with 6 windows. Originally they were built with open end platforms, but these were enclosed in the 1930s. Some received "streamlining" with oval windows and skirting around their bogies. The attached picture illustrates the differences between various members of this class. The tram in the foreground is a 12 window Dreadnought (built by the Tramways Trust), still with seats on its end platforms and no streamlining. The tram ahead of it is an older, 6 window Dreadnought (built by the Tramways Company), but with its end seats removed and streamlining around its windows and skirting below the body of the tram.
"Special" Dreadnoughts
Each of these four cars was unique in their own way. Two were outwardly like the Dreadnoughts. Tram 100 was built in 1903 as the Tramway Company Manager's personal "Palace" car, fitted with carpets, plush seat covers and further interior decorations. Converted to regular passenger use in 1918 and was withdrawn from service in 1958. Tram 110 was built in 1906 as the prototype for the Dreadnoughts, but it had different trucks, which resulted in high steps. It was withdrawn from service in 1952. Tram 101 was built in 1899 originally with no solid roof, just a canvas awning suspended from a lightweight frame. It was withdrawn from service around 1935. Tram 104 was converted in 1943 from a Brill 12 bench car that had been badly damaged in an accident. In its converted form this tram had design features derived from the Four Motor, Dropcentre and Baby Dreadnought tram designs. It was withdrawn from service in 1958.
Stepless Car
Known as "big Lizzie", also sometimes referred to as a "New York type tram", tram 301 was intended to be the first of a fleet of inter-urban trams. It was built by JG Brill Company in 1912 and imported in 1914. It was unusual for a Brill stepless car in that it was partially made of timber, rather than the normal all-metal construction. It was the first fully enclosed tram in Brisbane. Heavy and troubled by poor road clearance, it usually only saw service on the West End – Ascot line and was withdrawn from service in 1935.
"One man" trams
Between 1929 and 1930, 9 Dreadnoughts were converted to "one-man" operation, as a cost-saving measure. These trams were operated with drivers only and without conductors. They were only used on the Rainworth and Red Hill routes. Passengers were required to enter the tram from the front entrance and pay the driver as they entered. For this reason these trams had a distinctive colour scheme which included red and white diamonds on their front aprons. In May 1934 one man operation was abandoned and these trams were repainted in normal colours.
Two combination trams were also converted to one man operation for use on the Gardens route. The first tram was converted in 1925, the second in 1930.
"Baby" Dreadnoughts
Sometimes called "small centre-aisle" or "single truck saloon" cars, the 6 trams in this class were built primarily for the hilly Spring Hill route. They were built in two batches: the first four in 1936 were converted from 10 bench trams, the last two were built in 1943 using the underframes from 10 bench trams, making the last two trams in this class the non-bogie cars built in Australia. These trams were fitted with special sanders allowing sand to be dropped not only in front, but also behind, their wheels, in case the trams slipped backwards on the steep section of the Spring Hill line. They were withdrawn from service in 1958–1959, one car was preserved.
Dropcentres
The most numerous of Brisbane's trams, there were 191 trams of this class built between 1925 and 1938. Officially called "bogie drop centre combination cars", (usually shortened to "dropcentre" or "droppie") these trams' distinctive drop centre compartment was open to the elements, with only canvas blinds to provide protection for passengers in cold or wet weather. Although designed to be operated using airbrakes, most cars in this class were instead built with rheostatic brakes and hand brakes. However, the last 17 cars (Nos 370–386) were built with airbrakes. Subsequently, many of the older cars in this class were retrofitted with airbrakes and had their rheostatic braking systems removed. Early cars were built with open ends (meaning the drivers were unprotected from the elements) but later cars were built with enclosed ends (or "vestibules"). The ends of all the earlier cars of this class were enclosed by 1934. These trams were last used in regular service in December 1968.
Four Motor (FM) trams
Officially referred to as "drop centre saloon cars", or "four motor cars", they were popularly referred to as "400s", "FM's" or "silver bullets". They were the first class of trams built in Brisbane with airbrakes. 155 were constructed by the Brisbane City Council between 1938 and 1964, with a maximum carrying capacity of 110 passengers. Trams 400–472 were built with wide centre doors, 407 was altered to narrow centre doors and renumbered 473 (and the tram to be numbered 473 entered service as 407), trams 474–554 built with narrow centre doors. Through the 28 years during which they were built, many innovations were introduced, such as fluorescent lighting, helical gears, resilient wheels, remote controlled controllers and streamlined construction techniques. Early versions had canvas blinds in the doorways, while later versions had sliding doors. The last 8 trams were built from components salvaged from the Paddington tram depot fire and were painted light blue with phoenix emblems below the motorman's windows, to symbolise that the trams had risen from the ashes of the fire.
Workshops, power houses and administration
Workshops and administration for the electric tram system were initially located in cramped quarters at Countess Street, at the western side of the Roma Street railway yards (now the site of the Roma Street Parkland), but in 1927 were relocated to Milton. Access to the workshops was from Boomerang Street in Milton, off Milton Road. Head Office was accessed from Coronation Drive (then known as River Road).
Power for the electric trams was originally drawn from a power station operated by the tramway company adjacent to its Countess Street depot and workshops. As the tramway company increased both the number of trams and the length of routes, the power supply rapidly became inadequate. Additional power generating units were installed at Light Street depot and a further powerhouse was built on Logan Road, Woolloongabba, adjacent to the Woolloongabba railway line. Inadequate power supply was to remain a problem while the tramways remained in private hands. With the takeover of the system in 1922 by the Brisbane Tramways Trust (and subsequently the City Council) considerable investment was made in many areas including power generation and distribution. A larger powerhouse was built in New Farm which commenced generation in 1928 and was sufficient for both the needs of the tram system and other consumers.
The original Countess Street powerhouse was demolished and material from it was used to construct the new Tramways headquarters.
Southern Railway operated Norfolk & Western J-class 4-8-4 Northern steam locomotive # 611, view of art deco streamlined marker light seen in yard at Atlanta, Georgia, May 1983. Numerous features of this locomotive are of art deco streamline design. The locomotive was being prepared for it next day assignment to a railfan excursion train.
1930's Micheline streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. These cars utilized a set of special flanged rubber tires with aluminum safety rings inside.(seen here). The concept was also trialed in America, see this interesting page on the Classic Streamliners website:https://www.classicstreamliners.com/rpc-budd-michelin.html
A very interesting film from the Micheline archives about their rubber-tired railcars can be found here: www.michelin.com/eng/innovation/fields-of-innovation/tire...
....Three streamlined green lines, suggest this was once a Texaco station, dates from 1940s/1950s in style
The gorgeous streamlined London Midland and Scottish (LMS) 'Princess Coronation Class' 4-6-2 pacific steam locomotive number 6229 'Duchess of Hamilton' inside the Great Hall at the National Railway Museum in York (UK).
6229 was designed by Chief Mechanical Engineer of the LMS William Stanier and built at Crewe Works in 1938.
6229 was withdrawn from service as 46229 in February 1964.
www.flickr.com/photos/stuart166axe/tags/6229/
Note Class 31 diesel locomotive, 31018 (D5500) on the left and the trays to catch any leaking oil.
Photograph courtesy of my regular photostream contributor David on his travels and is posted here with very kind permission.
Preserved London, Midland & Scottish Railway streamlined 'Coronation' class 4-6-2 steam locomotive 6229 'Duchess of Hamilton' is pictured on display in the Great Hall at the National Railway Museum, York.
This locomotive was renumbered 46229 by British Railways when the railways were Nationalised in 1947.
Highly streamlined and equipped with big engines and a special system to prevent hits by small to medium sized objects such as rocks, this vehicle is built especially for highspeed races.
I don't really like the green background, but stuff it.
The PRR S1 class steam locomotive (nicknamed "The Big Engine") was a single experimental duplex locomotive of the Pennsylvania Railroad. It was designed to demonstrate the advantages of duplex drives espoused by Baldwin Chief Engineer Ralph P. Johnson. It was the longest and heaviest rigid frame reciprocating steam locomotive that was ever built. The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy.
The S1 had a unique 6-4-4-6 wheel arrangement, meaning that it had two pairs of cylinders, each driving two pairs of driving wheels. To achieve stability at fast passenger train speeds (above 100 mph), articulation was not used. The S1 was completed on January 31, 1939, at Altoona shop, and was numbered 6100.
At 140 ft 2 1⁄2 in (42.74 m) overall, engine and tender, the S1 was the longest reciprocating steam locomotive ever; it also had the heaviest tender (451,840 lb / 205 tonnes), highest tractive effort (76,403 lbf (339.86 kN)) of a passenger steam engine when built and the largest drivers (84 inch diameter) ever used on a locomotive with more than three coupled axles. The problem of wheel slippage, along with a wheelbase that was too long for many of the rail line's curves, limited the S1's usefulness. No further S1 models were built as focus shifted to the much smaller but more practical class T1 in June 1940. Design of the 4-4-4-4 T1 and the 6-4-4-6 S1 occurred concurrently, however, the S1 was the first produced. (Per Wikipedia)
streamlined moderne beauty in the old Woolworth's store in downtown Bakersfield California. It is now an antique mall, but still has an operating luncheonette.
The Panhard PL 17 is an automobile made by the French manufacturer Panhard from 1959 until 1965. Presented on June 29, 1959, as successor to the Panhard Dyna Z, the PL 17 was developed from the older car, but with an even more streamlined body than its predecessor. The four-door saloon was joined in April 1963 by a five-door estate version, followed two months later by a two-door cabriolet.
One of the 50 cards issued by Wills's Cigarettes in its 1938 series on Speed shows the Denver Zephyr streamlined diesel that ran the 1,047 miles between Chicago and Denver on the Chicago, Burlington and Quincy Railroad. Prodigious speeds were achieved between the 11 stops on the route, with start-to-stop averages of up to 90 mph. The shovel-nosed design represents the first iteration of loco-builder EMD's streamlined style. This would soon be superseded by the classic E- and F-type style.
This light fitting is in the rear (sea-side) staircase 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.
Sony HX400V---This is the streamlined, fiberglass helmet that goes with my bicycle trailer, shown in the next picture. I made the form for it from wood. It has a polycarbonate windscreen and built-in stereo headphones. There's foam padding placed strategically inside.
An oval opening, 2 X 4 inches, in the flat back, uses a Bernouilli effect to draw a flow of air in around the head, to keep cool and dry during the Summer. I put tape over the opening to keep warmer in the Winter. It's shaped for touring purposes, when riding upright and not for use when in a racing crouch.
292-cubic-inch L-head 75° V12, 110-hp
Panasonic Lumix G 20mm 1:1.7 II ASPH 'pancake' lens
P6040435 Anx2 Q90 1200h 0.5k-2k
This streamlined Wabash caboose model is based off one at the Museum of Transportation in Saint Louis, Missouri. I don't have many details about the real world 1952-built caboose's service history... All I know it was that, after being retired by the railroad, caboose 2847 was eventually bought by a suburban homeowner and stored on his property for almost 20 years. It was donated to the Museum in 2013, where it still resides today.
This train can be seen at the Museum of Transportation outside of St. Louis transportmuseumassociation.org/
From Wikipedia:
en.wikipedia.org/wiki/Aerotrain_(GM)
The Aerotrain was a streamlined trainset introduced by General Motors Electro-Motive Division in the mid-1950s.[1] Like all of GM's great body designs of this mid-century era, this futuristic train was first brought to life in GM's Styling Section. Chuck Jordan was in charge of designing the Aero Train 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.
Preserved in all her glory at the National Railway Museum, York. Yorkshire. England.
Built as a streamlined locomotive in 1938.
She was one of 38 'Princess Coronation Class' steam locomotives capable of running at 90mph and more, pulling Anglo Scottish Express trains on the West Coast route.
Withdrawn from service in February 1964 and after being de-streamlined for many years was streamlined again (as seen here) in 2009.
4-6-2 Wheel arrangement with Tender..
Pass us the keys to the new 2022 Mercedes-AMG SL please, so we can blow through Newport Beach in a breeze. Feeling like F1 racing GOAT Sir Lewis Hamilton, it was “go time” at the international media launch of the SL 55 & 63 in California. The SL returns with a lightweight electric soft-top, first-time-ever AMG Performance 4MATIC AWD, a 2+2 seating concept, and AMG’s handcrafted “One Man, One Engine’ 4-liter V8 Biturbo. The Mercedes-AMG SL 63 pushes out 585-horsepower for a 0 to 60 mph sprint time of 3.5 seconds. Born and bred on the racetrack, the SL has entertained enthusiasts since its inception in 1952 and represented one of the fastest vehicles of its time. Soon after, it become the blueprint for two production models dubbed the Mercedes-Benz 300SL Gullwing and Mercedes-Benz 300SL Gullwing Roadster.
Moving toward a streamlined luxury line, there will be no base SL model since the brand is only producing this AMG variant. Additionally, Mercedes-Benz is discontinuing the S-Class Coupe and Cabriolet in favor of the 2022 Mercedes-AMG SL.
Full Review = www.automotiverhythms.com/2022-mercedes-amg-sl-55-63-rebi...
A mixed flock of Canvasback (Aythya valisineria) and Lesser Scaup (Aythya affinis, out of frame) streaks over the Choptank River. These two species of divers are often found together.
Dorchester county, MD
This streamlined pitcher was originally designed in 1948 by Clarence M. Burroughs and made by the Burroughs Co., Los Angeles, USA., molded of Burrite, their trade name for Polystyrene plastic. This one is a copy, made in Brazil circa 1963 by Eltex. Chances are it was not a licensed copy. Lots of American and European designs were pirated by the Brazilian industry in the 1950s and 60s.
It is about 23 cm high.
Just having some fun with my LDD models of a tunnel and my Dreyfuss streamlined Hudson steam loco. The tunnel won't be made anytime soon (but it is build-able in real life!), but the steamer is being ordered as we speak. The engine and it's train should be built by about two weeks from now.
What do you think of this?
Currently this is a Murco branded site and a few years ago I was here and took the photo below. Prior to being branded Murco it was a Texaco site and there is a 2009 photo on Streetview showing it receiving delivery from a NWF Fuels tanker - a distributor for Texaco www.google.co.uk/maps/@52.6991104,-3.6833635,3a,75y,89.92... The 2010 photo shows the Texaco forecourt unobstructed www.google.co.uk/maps/@52.6991135,-3.6833642,3a,75y,89.92... The pumps have been somewhat streamlined since the late 1980's when there was an impressive row shown here - now there are just two.
"The Shape of Speed" Portland Art Museum.
The Portland Art Museum is pleased to announce The Shape of Speed: Streamlined Automobiles and Motorcycles, 1930–1942, a special exhibition debuting at the Museum in Summer 2018. Featuring 19 rare streamlined automobiles and motorcycles, The Shape of Speed opens June 16 and will be on view through September 16, 2018.
portlandartmuseum.org/exhibitions/shape-of-speed/
The 1938-1940 Graham Supercharger was the remarkable, radical "Spirit of Motion," better known as the "sharknose" Graham.
Introduced for recession-plagued 1938, it underwhelmed the market. The Graham Supercharger was first offered only as a four-door sedan in two trim levels, but expanded to include a two-door coupe and sedan for 1939-40 in Standard and Custom versions.
The Graham-built centrifugal supercharger was the only blower available in a popular-priced car and boosted horsepower on the Continental six from about 90 to 116 for 1938-39 and 120 for 1940. It was quietly dropped in 1940 in favor of the Hollywood, which was based on the Cord 810 dies.
A year later, Graham-Paige abandoned the car business altogether for $20 million worth of defense contracts. Joseph W. Frazer gained control of G-P in 1944 and briefly returned to the field with the 1946 Frazer, but soon sold its automotive interests to Kaiser-Frazer Corporation.
Pluses of the 1938-1940 Graham Supercharger:
Exotic, if bizarre, styling
Good performance
Rarity
Minuses of the 1938-1940 Graham Supercharger:
Body parts very scarce
Good examples hard to find
Production of the 1938 Graham Supercharger:
2,410
Production of the 1939 Graham Supercharger:
2,479
Production of the 1940 Graham Supercharger:
under 1,000
Specifications of the 1938-1940 Graham Supercharger:
Wheelbase, inches: 120.0
Length, inches: NA
Weight, pounds: 3,250-3,370
Price, new: $1,070-$1,295
"Built in 1944, the streamlined, single-storey, yellow brick Forest Insect Laboratory is located on the south side of Queen Street in Sault Ste. Marie Ontario, north of the Ontario Provincial Air Service Hangars.
The Forest Insect Laboratory is of heritage value because of its association with important government research activities between 1945 and 1966 and is one of the few remaining examples of Art Moderne architecture in Sault Ste. Marie.
The Forest Insect Laboratory was established to produce research on the control of forest insects and diseases. It was the result of a joint research agreement between the federal Department of Agriculture and the Ontario Department of Lands and Forest between 1945 and 1966. Under this agreement, Ontario built and maintained the laboratory and the federal government provided staff and equipment. The laboratory in Sault Ste. Marie pioneered research into eradicating destructive forest insects such as the Spruce Bud Worm. An insect identification centre was also established at the laboratory. This centre was the first of its kind in Canada and earned an international reputation for its work.
The Forest Insect Laboratory was built in 1944 to the design of Toronto architect Ernest Davidson and is one of the few remaining examples of Art Moderne architecture in Sault Ste. Marie, a style popular during the 1930’s and 1940’s. An addition, consistent with Davidson's design, was added in 1958.
Key character defining elements that reflect the buildings value as an example of Art Moderne architecture include:
-the overall streamlined effect, achieved through the use of rounded corners
-the flat roof and the continuous horizontal elements, such as the copper facia above the windows and the stone sill course
-the repetition of the horizontal banded features on all elevations, including those of the 1958 addition
-the asymmetrical arrangement of bays accommodating the main entranceway
-the asymmetrical arrangement of a series of large windows divided either by round columnar pilasters of limestone or by brick panels
Key character defining elements that reflect the buildings use by the Provincial Government include:
-the Ontario Coat of Arms, carved in Indiana limestone, which is located above the facia and entranceway set into the brickwork." - info from Historic Places.
"Sault Ste. Marie (/ˈsuː seɪnt məˈriː/ SOO-seint-ma-REE) is a city on the St. Marys River in Ontario, Canada, close to the Canada–US border. It is the seat of the Algoma District and the third largest city in Northern Ontario, after Sudbury and Thunder Bay.
The Ojibwe, the indigenous Anishinaabe inhabitants of the area, call this area Baawitigong, meaning "place of the rapids." They used this as a regional meeting place during whitefish season in the St. Mary's Rapids. (The anglicized form of this name, Bawating, is used in institutional and geographic names in the area.)
To the south, across the river, is the United States and the Michigan city of the same name. These two communities were one city until a new treaty after the War of 1812 established the border between Canada and the United States in this area at the St. Mary's River. In the 21st century, the two cities are joined by the International Bridge, which connects Interstate 75 on the Michigan side, and Huron Street (and former Ontario Secondary Highway 550B) on the Ontario side. Shipping traffic in the Great Lakes system bypasses the Saint Mary's Rapids via the American Soo Locks, the world's busiest canal in terms of tonnage that passes through it, while smaller recreational and tour boats use the Canadian Sault Ste. Marie Canal.
French colonists referred to the rapids on the river as Les Saults de Ste. Marie and the village name was derived from that. The rapids and cascades of the St. Mary's River descend more than 6 m (20 ft) from the level of Lake Superior to the level of the lower lakes. Hundreds of years ago, this slowed shipping traffic, requiring an overland portage of boats and cargo from one lake to the other. The entire name translates to "Saint Mary's Rapids" or "Saint Mary's Falls". The word sault is pronounced [so] in French, and /suː/ in the English pronunciation of the city name. Residents of the city are called Saultites.
Sault Ste. Marie is bordered to the east by the Rankin and Garden River First Nation reserves, and to the west by Prince Township. To the north, the city is bordered by an unincorporated portion of Algoma District, which includes the local services boards of Aweres, Batchawana Bay, Goulais and District, Peace Tree and Searchmont. The city's census agglomeration, including the townships of Laird, Prince and Macdonald, Meredith and Aberdeen Additional and the First Nations reserves of Garden River and Rankin, had a total population of 79,800 in 2011.
Native American settlements, mostly of Ojibwe-speaking peoples, existed here for more than 500 years. In the late 17th century, French Jesuit missionaries established a mission at the First Nations village. This was followed by development of a fur trading post and larger settlement, as traders, trappers and Native Americans were attracted to the community. It was considered one community and part of Canada until after the War of 1812 and settlement of the border between Canada and the US at the Ste. Mary's River. At that time, the US prohibited British traders from any longer operating in its territory, and the areas separated by the river began to develop as two communities, both named Sault Ste. Marie." - info from Wikipedia.
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The MV Kalakala operated from 1935 to 1967 in Puget Sound. Here is a mural on the side of a building in Port Angeles depicting the ferry leaving that city's harbor. The artist is Cory Ench.
Note: "MV" stands for motor vessel.
New York Central 4-6-4 Hudson, J3a class, streamlined Empire State Express steam locomotive # 5426, is seen scooping water at speed along the mainline at Rochester, New York, 1947. This locomotive was one of two locomotives constructed with this style of streamlined art deco stainless steel jacket. This locomotive also makes use of a standard centiped tender, while the other locomotive of it's type has a special configured stainless steel sheather tender. Notice the track pan for water located between the rails on which the train is operating. The mainline track to the right also has a track pan for the use of tenders to scoop water on the fly. You can notice the tender's overflow pipes ejecting excess water at times. It is interesting to note that even though this is a streamlined passenger train, the RPO car is a standard heavyweight car. In the background you can see a coal tipple with some coal hopper cars heading toward it. This photo came from 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.
In two years of production less than 1,000 Salsbury Model 85 were built in Pomona, California in 1947 and 1948.
The logo has been significantly streamlined over the years. In the first version, which was based on a 16th-century Norse woodcut, the Starbucks siren was topless and had a fully visible double fish tail. The image also had a rough visual texture and has been likened to a melusine. In the second version, which was used from 1987–92, her breasts were covered by her flowing hair, but her navel was still visible, and the fish tail was cropped slightly. In the current version, used since 1992, her navel and breasts are not visible at all, and only vestiges remain of the fish tails. ~ Wikipedia
The gorgeous streamlined LMS Princess Coronation Class steam locomotive number 6229 'Duchess of Hamilton' inside the Great Hall at the National Railway Museum in York (UK).
6229 was built at Crewe Works by the London Midland and Scottish Railway in 1938
The hulking remains of the great streamlined Art Deco ferry that once graced Seattle's Lake Union is but a rusting shell of its former glory. It's being towed to the scrapyard Thursday for its final grave.
With its distinctive plywood-skinned oval section streamlined fuselage, the Albatros D.V entered service in May 1917, but from October 1917 was supplemented in large-scale production by the strengthened Albatros D.Va with different upper wing and aileron control system. One D.V, D2859, was flown by ‘The Red Baron’, Manfred von Richthofen.
At its operational peak in May 1918, over 1,000 often brightly-coloured Albatross D.V/D.Va fighter aircraft were serving on the Western Front as well as in Italy and Palestine. This was an attempt to overcome the Allies by quantity rather than capability, since the outclassed Albatross Jagdstaffel units suffered heavy losses in combat in the German’s Spring offensive of 1918 and as a result of structural failure of the lower wing, leading in 1918 to a prohibition of prolonged diving in the type. Despite this, the type remained in production until the November 1918 Armistice, with over 3,000 produced, of which only two survive, in the U.S.A and Australia.
Actually painted as a D.V aircraft from a batch of 400 ordered in May 1917, this flying replica was built by New Zealand Company The Vintage Aviator Ltd (TVAL) in 2011, and uses an original contemporary Mercedes D.III engine from RAF Museum stocks. It represents an aircraft flown on the Western Front by Jasta 61in 1918. Flown a number of times in New Zealand and the UK in 2012, it arrived at Hendon in October 2012.