View allAll Photos Tagged streamlined
`The large streamlined modern house with surgery rooms on the ground floor was built in 1938 for Dr Fenton-Bowen, and designed by architects Rhys Hopkins and Shannon. It was built by J A E Humphries, the well known builder who helped create the notable Golf Links Estate in Camberwell, and father of the famous Barry Humphries. Family legend has it that he designed the house, but it seems more likely that he simply admired it..
The house is constructed of special flat dark Manganese bricks, giving it a dark brooding quality, and emphasizing the horizontal lines of the design. There is a prominent semi-circular bay on the main corner, a slim projecting concrete projection over the ground floor windows, curved corners and windows, and a flat roof combining to make a most distinctive modernist design.' (VHD, NTA) .
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From Survey of 20th Century architecture in Victoria for the Royal Australian Institute of Architects (RAIA, Vic) by architectural historian, Graeme Butler and helpers, creating data sheets for each surveyed place, at least 1 coloured transparency and B&W negative each (about 2230 negatives). Drawn from heritage studies and publications such as Robin Boyd's 1947 `Victorian Modern'.
Charming little streamlined Tatra T-97. The '97 was the small, four-cylinder version of Tatra's flagship car at the time, the T-87. This one is the only known example on UK roads, and has recently been renovated, including a repaint in this "sand" colour. Formerly this car had been blue. The location is the wonderful Art Deco Aviator Hotel at Sywell, Northamptonshire.
Camera: Nikon F5
Lens: Nikkor 28-80mm zoom
Film: Kodak Ektar 100
People’s Drugs
7869 W Main Street
(formerly 501 E. Main)
Houma, Louisiana
Terrebonne Parish
Contributing building Circa 1940 Two story corner brick commercial building in the Streamlined Moderne and Art Deco styles. Beige brick building features a corner curving “tower” that rises above the main roofline. Tower features an Art Deco bas relief panel near the top and a People’s Drugs neon sign. Shop front (in medium brown brick) curves around the corner as well. Shallow pilasters divide the front and public side elevations into bays. Side elevation features asymmetrically placed entrance pavilion that rises slightly above the main roofline. Pavilion is ornamented with bas relief plaques depicting a stylized woman, stylized eagles, and a stylized floral design. Windows on front are two-over-two; those on the public side elevation are of multiple horizontal panes. The most notable alteration is a metal parapet cap.
Houma, the parish seat for Terrebonne Parish, was incorporated in 1834. Main Street once a central shopping location for the community is seeing itself again with great places to eat, shop and walk around to view the hisoric buildings and beautiful oak trees.
The historic district starts at Barataria Boulevard and extends to New Orleans Boulevard.
It's a lovely area and well worth a visit before heading out to enjoy the Terrebonne treasures of marsh, wetlands and wildlife.
DC Transit pre-PCC streamlined streetcar, National Capital Trolley Museum. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. Sadly this car was lost to a carbarn fire at the museum in 2003.
For more photos of pre-PCC streetcars, check out this interesting post on the Trolley Dodger blog: thetrolleydodger.com/2015/05/05/chicagos-pre-pccs/ and this post on the Hicks Car Works blog: hickscarworks.blogspot.com/2012/04/h4001.html
Norfolk Southern operated Norfolk & Western J class 4-8-4 Northern type steam locomotive # 611, showing a view of it's drivers while in the yard at Atlanta, Georgia, Oct 1989. The 70" drivers installed on this modern powerful streamlined steam locomotive were of conventional spoked design rather than the more modern boxpok or disc designs. These locomotives also used lightweight alloy side rods. Actually these drivers were of a small diameter size for such a large and modern locomotive. With the use of roller bearings on all locomotive axles, side rods and at other specified locations along with fine balancing of the drivers, these locomotives could obtain speeds in excess of 100 mph with a heavy passenger train. These small drivers also helped this locomotive to produce 80,000 lbs of starting tractive effort with out the use of a booster.
This 1949 art deco / streamlined moderne edifice is no more, having sat nearly 60 years on what is now prime real estate for condos. The Bayshore was 3 stories - a drop in the bucket compared to today's condo highrises. But it had STYLE! Note all the streamline detailing. It was the closest Tampa had to South Beach style. This was located at 319 Bayshore Blvd, just southwest of Downtown Tampa.
www.crescent-resources.com/apartments/thebayshore/default...
Me in front of the 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 gloriously streamlined art-deco Duchess of Hamilton sits outside the National Railway Museum for Railfest.
Built in 1938 and one of thee Princess Coronation class, the train sports a streamlined design by Sir William Stanier and is the most powerful express passenger locomotive built in Britain.
The train was destreamlined in 1947 and only restored in 2009 after a sustained appeal.
Railfest 2012 was a nine-day celebration of all things train-related, held at the National Railway Museum in York during the period of the Queen’s Diamond Jubilee.
Famous locomotives such as Mallard, the Flying Scotsman and even the Hogwarts Express all lined up out on the tracks, with thousands of visitors taking the chance to admire them up close or even climb aboard.
Several trains were operating over the course of the festival, with steam puffing into the sky as they carried visitors up and down small stretches of track.
The National Railway Museum in York is the largest railway museum in the world and houses a collection of more than three million items, from ticket machines and platform signs to bullet trains and steam locomotives.
The museum charts the rise of the railways in the 19th century, their use in the transportation of goods and people, their role in the Industrial Revolution and their overall effect on the world, especially England.
The current museum was founded in 1975 and is housed in a former steam engine shed, an old goods depot and numerous other buildings close to York station.
The main structure, the Great Hall, holds everything from a replica of Stephenson’s Rocket, the first steam train from 1829, to the Flying Scotsman, from the Mallard to a modern-day bullet train – one of a very select group of bullet trains outside of Japan.
There is also a workshop where visitors can see museum volunteers and engineers working on trains and the station hall, where trains sit on old platforms and you can step in and out of carriages.
With its streamlined styling, low-slung chassis and supercharged engine, the Type 57SC Atalante is one of the most desirable Bugattis. It was personally designed by Jean Bugatti as a two-seater sports coupe and became the rarest of the four different body styles offered by Carrosorie Bugatti. The Atalante body style was an interpretation of the 1935 Aérolithe Coupe, essentially a prototype that reached very limited production in 1936 as the Type 57 Atlantic. This somewhat bizarre car used riveted panels to form a streamlined sports coupe. It’s rumored that Jean Bugatti was influenced by the Mercedes-Benz 500 K Autobahnkurier at the 1934 Frankfurt Auto Show and created the Aérolithe as a response.
As majestic and unusual as the Atlantic was, it wasn’t suitable for series production with its high set doors, fussy construction and split front window. The design was revised into the Atalante which included the Aérolithe’s teardrop shape, but with a flat windshield, a separate trunk area with recessed spare-tire and full-size doors that retained the signature kidney-bean windows.
On the 57S Atalante, Jean used a two-tone paint scheme that accentuated the use of his French curve on the side of the car. Typically, the car was black with an intense highlight color. On some cars, this accent dash extended around the entire cabin.
The basis for this remarkable car was Bugatti's top-of-the-line Type 57S chassis. These were the same type that Jean-Pierre Wimille and Robert Benoist drove to win the 1937 24 Hours of Le Mans. It had a much lower chassis than the preceding Type 57 and also used complex de Ram shock absorbers
. In many ways this was the ultimate Bugatti since no logical successor was ever produced. Some cars came with fitted superchargers, while others were retrofitted with them.
To maintain exclusivity, no two of the Type 57S Atalantes were the same. In detail, each was distinct and some major differences were introduced. For instance, two were made as Roll-Back Coupes with reclining soft-tops. Some of the first had independent headlights while others were sculpted into the body. Most featured skirted rear arches and wire wheels or polished aluminum hubcaps. Some of the more dramatic cars feature lengthened rear fenders. Essentially, where anyone tries to make a rule there is usually an exception.
Type 57SC Chassis
Atalante bodies were manufactured on the complete range of Type 57 chassis. This was Jean Bugatti’s answer to model consolation, replacing the six luxurious and sporting chassis made under his father’s direction. Using the dual-overhead camshaft (DOHC) concept engine from the Type 55 road car, he designed an entirely new chassis.
The first of these were the Type 57 and supercharged 57C both were distinguished by their tall radiator and chassis. They were powered by a new engine with 72mm bore and 100mm stroke, producing 135 bhp at 5,000 rpm. Almost as important, they provided the support for Jean Bugatti’s exceptional bodies which were elegant, with balanced proportions and daring colors.
Later, the chassis was definitively upgraded into the lower Type 57S or Surbaissé version. The main chassis rails of this model were elegant and complex. Towards the center of car, the chassis rails became wider and taller to provide the necessary rigidity. At the rear, the axle passed through the chassis and was supported by reversed quarter-elliptic leaf springs. This allowed for the lowest possible ride height while retaining suspension compliance. Furthermore, the engine clearance dictated a dry-sump lubrication was needed that used a 20-liter external reservoir.
Outwardly, the Type 57S chassis was distinguished by its ovoid radiator that formed a deep vee. Other chassis details included self-adjusting DeRam hydraulic shock absorbers on both the front and rear axles. Furthermore, the engine was not a stressed member of the chassis anymore, instead being mounted with rubber bushings.
As the ultimate Atalante, the Type 57SC had both this lower chassis and supercharged engine. It was distinguished by its 4–5 psi supercharger that helped the 3.3-liter engine produce 170 bhp. This Roots unit was mounted at the rear of the engine and driven directly from the camshaft. Versions of this engine went on to win the best races including the 24 Hours of Le Mans.
With such a capable chassis, the Type 57SC has been described as the world’s first supercar
Steamtown, USA display of former Canadian Pacific non-streamlined 4-6-4 H1b Hudson (Empress) # 2816, with son Jeff standing by the rear 75" driver at the museum in Riverside, Vermont, August 1982. You can see why steam locomotives always looked so large to kids when they were looking at the drivers. These drivers are only 75" in diameter, however, many others are up to 80 inches or more at 84 inches in diameter.
This image was scanned from an original glass plate or negative, kindly provided by the Australian Railway Historical Society, New South Wales Division.
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Streamlined moderne, which I always accidentally call steamship moderne, because that's what it looks like
The Birdcage public house was built as the Pottergate Tavern, which name it retained until recently. In what appears to be a fairly recent picture of the building, found on Google, the band between the floors was painted cream, as were the strips around the edge of the roof. The black is not an improvement and, in any case, it looks as though the walls were originally of unpainted brick. The hanging baskets ought to go but it is good to see the metal windows still in place. How unfailingly traffic cones and wheelie bins sprout in the vicinity of buildings one wishes to photograph.
At Levenshulme (Lloyd Rd) terminus in this early postwar view. 634 was delivered new in 1937 in the horizontal upper deck style of streamlined paint markings, so has evidently received a repaint meantime. The original off white overpainted in wartime grey is reappearing from beneath due to weathering. Looking totally bedraggled here, 634 was withdrawn for scrap in 1951.
Another look at the austere lines of Q1 class 0-6-0 C1 alongside streamlined LMS express passenger 'Princess Coronation' class 4-6-2 6229 'Duchess of Hamilton'. Built at Crewe in 1938 as the last of the streamlined members of this class, 6229 ran without the streamline casing from 1947 until withdrawal from BR service in 1964. Subsequently bought by Sir Billy Butlin for preservation at his Minehead holiday camp, 6229 was loaned to the NRM in 1976 and then purchased by them outright in 1987. The streamline casing was restored in 2009 following a fund raising appeal in 'Steam Railway' magazine.
Stanier pacific 46229 "Duchess of Hamilton" at Leeds station in spring 1982, with the Dragonara Hotel in the background.
Today, the Dragonara is the Hilton, and 46229 has been re-streamlined as LMS 6229, and is a static exhibit at the NRM, York.
Original slide - photographer unknown
Body by Lancefield Coachworks of London. "An owner-driven Saloon, suitable for long-distance touring. Fitted suitcases, lockers and tools in boot at rear".
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.
The streamlining was removed from the fitted locomotives from 1946 onwards. It had been found to be of little value at speeds below 90 mph (140 km/h), and was unpopular with running shed employees as it caused difficulty of access to maintenance staff. Only three locos were still streamlined at the end of the LMS period and they had been stripped by the end of 1949. Only 46243 City of Lancaster carried its British Railways number while streamlined.
Initially de-streamlined locomotives could readily be recognised by the sloping top to the front of the smokebox. All were eventually re-equipped with fully round smokeboxes. The sloping top led to the train-spotters' nickname of Semis (i.e. semi-streamlined).
hree Duchesses have been preserved. 6229 Duchess of Hamilton, 6233 Duchess of Sutherland have both been in service on main line railtours. The third locomotive completed, (4)6235 City of Birmingham, was the centrepiece in the now defunct Birmingham science museum. The locomotive was put in place and the museum built around her. 6235 is now located at ThinkTank in Birmingham.
Following a successful appeal run by Steam Railway Magazine, 46229 has been re-streamlined. The locomotive was moved to Tyseley Locomotive Works, where the work was carried out. The project was completed in 2009, and the locomotive returned to York on 18 May, now wearing her pre-war number 6229 and taking her place at the heart of a new National Railway Museum temporary exhibition.
Norfolk southern operated Norfolk & Western modern streamlined 4-8-4 Northern steam locomotive # 611, is seen hauling a railfan excursion along the mainline to Chattanooga, TN, with the train on a curve in Georgia, May 1983. This was a good time to be standing at a dutch door where photos could be taken while rounding a curve. This locomotive operates with a water canteen car located behind it's tender. This excursion trip is operating on the mainline between Atlanta and Chattanooga and return.
The streamlined profile of a Chicago, Burlington & Quincy car shows that it was built by Budd. Shown is 10-6 sleeper Silver Ridge, built for the Q in 1956. (Scanned from a slide)
Lincoln Zephyr Coupe (1938-42) Engine 4378cc V12 SV Production 48100
Slotting into Fords range between the Ford DeLuxe and full sized Lincoln the Lincoln Zephyr ran from (1936-42) Designed by John Tjaarda to be modern and streamlined the Zephyr came as a Sedan, Coupe or Convertable. The 1937 model carries a Red badge as opposed to a Blue of 1936 and the tyre compartment is now accessible via the boot lid, and a new queter fan was fitted..Powered by a small side valve V12 of 267 Ci of 110 bhp from 1936-39.
The 1938-39 model was built on an extended 125 inch wheelbase, with the engine moved forward in the frame, and with hypoid rear axles, the battery moved under the bonnet and hydraulic tappets replaced mechanical versions.
For 1940-42, the Zephyr was mechanically the same as the previous generation but restyled as a Continental with a longer bonnet and shorter boot, with spare wheel mounted at the back.
This car was customised by specialists from the Museum, the Maga-Collection, and represents a tribute to the late Boyd Coddintong
Many Thanks for a fan'dabi'dozi 25,058,800 views
Shot 04:06:2014 in Malaga Motor Museum REF: 102-145
Streamlined art deco van. This design is a slightly modified version of Flickr user snaillad's van, which you can find in his photostream. I wanted to do a different colour and add a more rounded rear - and I think I achieved the last part quite nicely. First created in MLCad, then built with real bricks.
Dr Ana Plata, Dr P.E. Vincent, Dr A.A.E. Hunt, Professor Spencer Sherwin and Professor Peter Weinberg
Imperial College London (BHF Centre of Research Excellence)
The onset of coronary heart disease partly depends on the movement of blood in the arteries. This moving representation of blood flow is from a research group which uses advanced computer techniques to try to solve medical problems.
PO60 FCM, is a Coleman Milne Funeral Limousine. It is based upon a Ford Dorchester Limousine, with it's elegant, streamlined coachbuilt exterior.
Streamlined art deco van. This design is a slightly modified version of Flickr user snaillad's van, which you can find in his photostream. The delivery man seems to like it, so I guess it's not too bad. First created in MLCad, then built with real bricks.
The East Coast Giants event at Barrow Hill in 2014
A nice comparison of the two repatriated A4s - 4489 Dominion of Canada, fitted with valances and in LNER Garter blue livery, next to 60008 Dwight D. Eisenhower in British Railways lined green livery. Behind them is Peppercorn A2 60532 Blue Peter in British Railways apple green livery. Note the Canadian Railways bell fitted to 4489.
The Gresley A4 Pacifics were a class of streamlined 4-6-2 steam locomotive designed by Nigel Gresley for the London and North Eastern Railway (LNER) and introduced in 1935. Their streamlined design gave them a high-speed capability, as well as making them instantly recognisable, and one of the class, 4468 'Mallard', holds the world speed record of 126 mph for a steam locomotive. Thirty-five of the class were built to haul express passenger trains on the East Coast Main Line (ECML) route from London Kings Cross via York to Newcastle, and later to Edinburgh. They remained in service on the ECML until the early 1960s, when they were replaced by the Deltics. Some of the A4s saw out their remaining days until 1966 in Scotland, particularly on the Aberdeen - Glasgow route.
Names - the first four locomotives built included the word 'silver' in their names because they were intended to haul the Silver Jubilee train. 2512 'Silver Fox' of this batch carried a stainless-steel fox near the centre of the streamline casing on each side, made by the Sheffield steelmakers Samuel Fox and Company. The next batch of A4s were named after birds, particularly those that were fast flyers, Gresley being a keen bird-watcher. Five of the class (4488–92) were named after British Empire countries to haul the new Anglo-Scottish Coronation train, and two (4495/6), intended to haul the new West Riding Limited, received names connected to the wool trade - 'Golden Fleece' and 'Golden Shuttle'. 4498 was the hundredth Gresley Pacific to be built, and was appropriately named after him. Subsequently, some other A4s were later renamed, usually to names of directors of the LNER.
Withdrawals - one locomotive, No. 4469 'Sir Ralph Wedgwood', was withdrawn and scrapped after being damaged beyond repair in a German bombing raid on York on 29 April 1942 during World War Two. The next five withdrawals, in Dec 1962, were: 60003 'Andrew K. McCosh', 60014 'Silver Link', 60028 'Walter K. Whigham', 60030 'Golden Fleece' and 60033 'Seagull'. The rest of the class was withdrawn between 1963 and 1966. The last six in service were: 60004 'William Whitelaw', 60007 'Sir Nigel Gresley', 60009 'Union of South Africa', 60019 'Bittern', 60024 'Kingfisher' and 60034 'Lord Faringdon'.
Preservation - six of the 35 locomotives were been preserved, four of which are based in the UK and have run on the BR main line at some point during their preservation career. Another two 'Dominion of Canada' and 'Dwight D. Eisenhower' were exported to museums in Canada and the US respectively, upon withdrawal by British Railways. During 2013, 4464 'Bittern' underwent a series of high-speed runs, partly in commemoration of Mallard's record, partly to see if mainline speeds for certain heritage steam locomotives could be increased (The current maximum is 75 mph). During the "Tyne Tees Streak" run, Bittern broke its own 91 mph speed record set just a few months prior by reaching a maximum speed of 93 mph (149.7 km/h).
From 2015 to 2020, 60009 'Union of South Africa' was the only A4 operational with a valid mainline certificate until it expired in 2020; 60007 'Sir Nigel Gresley' was withdrawn for overhaul on 20 Sep 2015 and 4464 'Bittern' operated until the end of 2015 at the Watercress Line, when it was withdrawn and placed on static display in 2018 at Crewe. 60009 'Union of South Africa' was withdrawn in Oct 2021 due to boiler issues, and with the coming expiration of its boiler certificate in early 2022. 60007 'Sir Nigel Gresley' finally returned to the mainline on 21 Apr 2022 following the completion of its major overhaul. As of 2022, five of the six surviving A4's are on static display, with the only working one being 60007 'Sir Nigel Gresley'. [Information courtesy of Wiki - en.wikipedia.org/wiki/LNER_Class_A4]
Locomotive history - 4489 'Woodcock' The locomotive was built in Doncaster works in May 1937 as Works Number 1854. It was originally to be named 'Buzzard' but initially received the name 'Woodcock' instead until it was renamed 'Dominion of Canada' by High Commissioner of Canada, H. Vincent Massey on 15 June 1937. No. 4489 underwent trials, the only one of the 'Coronation' A4s so treated, and left in works grey lined in white. It had apple green painted coupled wheels. At this point it wore the name Woodcock, but this was removed before final painting and release to traffic. The Canadian Pacific Railway issue whistle was fitted 15 July 1937 for the unveiling and naming. The CPR-type bell fitted was steam operated and was actually used, as a photograph from 19 August 1939, illustrates. In 1937, locomotive 4489 was the locomotive used to try and take back the speed record previously taken by the LMS' passenger train, the Coronation Scot, which clocked at 114 mph (183 km/h). 4489 achieved 109.5 mph (176 km/h) down Stoke Bank. It suffered damage in a collision at Hatfield and required attention at Doncaster Works from 31 January to 18 March 1939. Allocated to Kings Cross from new, it was reallocated to Grantham on 7 April 1957. The next shed was Kings Cross again on 15 September 1957. New England was the next allocation on 16 June 1963, after the closure of Kings Cross. The final allocation was to Aberdeen on 20 October 1963 to be used, along with other displaced A4s, primarily for the three-hour Aberdeen to Glasgow express service. More info here: en.wikipedia.org/wiki/LNER_Class_A4_4489_Dominion_of_Canada
Locomotive history - 4496 'Golden Shuttle' was built by the London and North Eastern Railway (LNER) in 1937 at Doncaster Works. It was renamed Dwight D. Eisenhower after World War II and renumbered 8 on 23 November 1946, under Edward Thompson's LNER 1946 renumbering scheme. After nationalisation in 1948, British Railways renumbered it 60008 on 29 October 1948. It was retired from service in 1963 and was moved to the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, United States, where it is currently on display. It returned to England in 2012 for display at the National Railway Museum in York, when all surviving A4s were reunited. It returned to Green Bay in 2014. More info here: en.wikipedia.org/wiki/LNER_Class_A4_4496_Dwight_D_Eisenhower
You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/
Down to 156 parts left to go for my streamlined New York Central 4-6-4. This means I've got less than a quarter of the 680 parts I started with remaining. If you look at this photo from Dec. 28th, you can really see all the progress I've made in just fifteen days: www.flickr.com/photos/55973205@N08/53427258639/in/datepos...
The Times Square Building is a skyscraper designed by Voorhees, Gmelin, and Walker located in Rochester, New York. At 260 feet (79 m), it is the eighth tallest building in Rochester, with 14 floors.
The former Genesee Valley Trust Building is a streamlined twelve-story building supporting four aluminum wings 42 feet (13 m) high, each weighing 12,000 pounds (5,400 kg). These structures among the most distinctive features of the Rochester skyline.
The cornerstone of this bank was laid on October 29, 1929, the day the Stock Market Crashed.
61670 City of London under the wires at Stratford, 10th November 1956. As 2870 this loco started out as 'Manchester City', then became 'Tottenham Hotspur' and finally ended up as 'City of London'. The naming of these locos and choice of names is fascinating, and some of the football clubs have undergone some major changes through the years. Sadly the football is still with us and the locos have gone. City of London, in streamlined form would have been a fine loco for preservation.
The class 91s are an asymmetrical design, streamlined at the front and yet streamlined at the rear but streamed to meet a different streamlining need, that to reduce the air gap between loco and coach.
In 2012 one of the class 91 passenger locos working the East Coast Main Line in the UK was named after the "Battle Of Britain" RAF Memorial flight based at RAF Conningsby base. Loco 91110 holds the UK electric loco speed record.
Now personally I think the RAF city bombing campaign of WW2 amounted to an appalling war crime. It is a testament to the power of a victor being able to write history that to this day the British are very largely utterly ignorant of the impact of it on civilians and just how little impact the bombing had on the German war machine - German military production peaked as the RAF bombing peaked !
The Duchess of Hamilton, a Princess Coronation Class locomotive in the National Railway Museum in York.
The train, built in the art deco style in 1938, was the last of the red streamliners and has been restored to its streamlined state.
The train went to New York for the 1939 World's Fair and then returned to England in 1942. It was restored to its original state in 2005.
The National Railway Museum in York is the largest railway museum in the world and houses a collection of more than three million items, from ticket machines and platform signs to bullet trains and steam locomotives.
The museum charts the rise of the railways in the 19th century, their use in the transportation of goods and people, their role in the Industrial Revolution and their overall effect on the world, especially England.
The current museum was founded in 1975 and is housed in a former steam engine shed, an old goods depot and numerous other buildings close to York station.
The main structure, the Great Hall, holds everything from a replica of Stephenson’s Rocket, the first steam train from 1929, to the Flying Scotsman, from the Mallard to a modern-day bullet train – one of a very select group of bullet trains outside of Japan.
There is also a workshop where visitors can see museum volunteers and engineers working on trains and the station hall, where trains sit on old platforms and you can step in and out of carriages.
Light Mantled Sooty Albatross, Wilson Harbour, South Georgia
These beautiful birds typically achieve a wingspan of around two metres. They travel great distances at sea predating on squid and krill.
LMS Princess Coronation class pacific Duchess of Hamilton, recently re-streamlined at Tyseley, as the centrepiece of an exhibition at the National Railway Museum on the subject of thirties streamline design. The locomotive looks as if it is travelling at speed even when standing in a museum. Beautiful. The car is a Chrysler Airflow of the same era as the locomotive.
DSC_5168 The streamlined Duchess is a stunning piece of 1938-built Art Deco opulence that wowed design critics on both sides of the Atlantic. It was a modern machine for a modern age. The Duchess was saved from the scrapyard by Billy Butlin in his efforts to secure it as a playground exhibit at his holiday camps.
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.
With its streamlined styling, low-slung chassis and supercharged engine, the Type 57SC Atalante is one of the most desirable Bugattis. It was personally designed by Jean Bugatti as a two-seater sports coupe and became the rarest of the four different body styles offered by Carrosorie Bugatti. The Atalante body style was an interpretation of the 1935 Aérolithe Coupe, essentially a prototype that reached very limited production in 1936 as the Type 57 Atlantic. This somewhat bizarre car used riveted panels to form a streamlined sports coupe. It’s rumored that Jean Bugatti was influenced by the Mercedes-Benz 500 K Autobahnkurier at the 1934 Frankfurt Auto Show and created the Aérolithe as a response.
As majestic and unusual as the Atlantic was, it wasn’t suitable for series production with its high set doors, fussy construction and split front window. The design was revised into the Atalante which included the Aérolithe’s teardrop shape, but with a flat windshield, a separate trunk area with recessed spare-tire and full-size doors that retained the signature kidney-bean windows.
On the 57S Atalante, Jean used a two-tone paint scheme that accentuated the use of his French curve on the side of the car. Typically, the car was black with an intense highlight color. On some cars, this accent dash extended around the entire cabin.
The basis for this remarkable car was Bugatti's top-of-the-line Type 57S chassis. These were the same type that Jean-Pierre Wimille and Robert Benoist drove to win the 1937 24 Hours of Le Mans. It had a much lower chassis than the preceding Type 57 and also used complex de Ram shock absorbers
. In many ways this was the ultimate Bugatti since no logical successor was ever produced. Some cars came with fitted superchargers, while others were retrofitted with them.
To maintain exclusivity, no two of the Type 57S Atalantes were the same. In detail, each was distinct and some major differences were introduced. For instance, two were made as Roll-Back Coupes with reclining soft-tops. Some of the first had independent headlights while others were sculpted into the body. Most featured skirted rear arches and wire wheels or polished aluminum hubcaps. Some of the more dramatic cars feature lengthened rear fenders. Essentially, where anyone tries to make a rule there is usually an exception.
Type 57SC Chassis
Atalante bodies were manufactured on the complete range of Type 57 chassis. This was Jean Bugatti’s answer to model consolation, replacing the six luxurious and sporting chassis made under his father’s direction. Using the dual-overhead camshaft (DOHC) concept engine from the Type 55 road car, he designed an entirely new chassis.
The first of these were the Type 57 and supercharged 57C both were distinguished by their tall radiator and chassis. They were powered by a new engine with 72mm bore and 100mm stroke, producing 135 bhp at 5,000 rpm. Almost as important, they provided the support for Jean Bugatti’s exceptional bodies which were elegant, with balanced proportions and daring colors.
Later, the chassis was definitively upgraded into the lower Type 57S or Surbaissé version. The main chassis rails of this model were elegant and complex. Towards the center of car, the chassis rails became wider and taller to provide the necessary rigidity. At the rear, the axle passed through the chassis and was supported by reversed quarter-elliptic leaf springs. This allowed for the lowest possible ride height while retaining suspension compliance. Furthermore, the engine clearance dictated a dry-sump lubrication was needed that used a 20-liter external reservoir.
Outwardly, the Type 57S chassis was distinguished by its ovoid radiator that formed a deep vee. Other chassis details included self-adjusting DeRam hydraulic shock absorbers on both the front and rear axles. Furthermore, the engine was not a stressed member of the chassis anymore, instead being mounted with rubber bushings.
As the ultimate Atalante, the Type 57SC had both this lower chassis and supercharged engine. It was distinguished by its 4–5 psi supercharger that helped the 3.3-liter engine produce 170 bhp. This Roots unit was mounted at the rear of the engine and driven directly from the camshaft. Versions of this engine went on to win the best races including the 24 Hours of Le Mans.
With such a capable chassis, the Type 57SC has been described as the world’s first supercar
Sir Nigel Gresley's A4 Pacific locomotives built for the LNER - represented here by 4468 'Mallard' which is the world speed record holder for steam traction (126 mph) - make an interesting comparison with an LMS streamlined Coronation Pacific (6229 'Duchess of Hamilton') which was designed by William Stanier at around the same time.