View allAll Photos Tagged streamlined
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
Bugatti 1934 streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. Famed for their speed records (one reached 196 km/h in 1937) a total of 88 were built in a variety of configurations, this being one of the luxury "Presidential" type. The car has a total of 16 wheels (see photo later in this group). This is the only Bugatti railcar preserved, having been converted to an inspection vehicle after retirement in 1958, and used in its new role until 1970.
More on the history of the Bugatti railcars can be found here: retours.eu/en/23-autorail-bugatti/#
The Streamlined Man
"No unnecessary motion
Point to point to point in line
Truth is racing through his emotions
Heart to mind
To heart to mind
The streamlined man"
--from "The Streamlined Man" by Michael Hedges
An artist's wooden mannequin on a shelf under a paper sun.
Day 130 of 365
Copyright 2022 Scott Norris Creative
scottnorrisphotography.com
scott-norris.pixels.com
#photography #mannequin #fineart #minimalist
Beautiful streamlined WP locomotive with the Feather River Route logo on its nose. The shops (and museum store) are to the right - I like the "Men at Work" sign clamped to a section of rail over to the right.
This FP7 locomotive was built by GM Electro-Motive Division in 1950 and was used by WP to power the California Zephyr until 1970.
Bugatti 1934 streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. Famed for their speed records (one reached 196 km/h in 1937) a total of 88 were built in a variety of configurations, this being one of the luxury "Presidential" type. As seen in this image, the car has a total of 16 wheels, incorporating a type of resilient tire.
This is the only one of the Bugatti railcars preserved, having been converted to an inspection vehicle after retirement in 1958, and used in its new role until 1970. More on the history of the Bugatti railcars can be found here: retours.eu/en/23-autorail-bugatti/#
Another study of John Cameron's LNER A4 Pacific waiting to move off and to get sorted for the return journey over the West Coast Main Line.
I decided to give this one a vignette too
Copyright Jordan Mossom, no unauthorised use...
Modern buses meet restored electric streamlined streetcars in downtown Kenosha Wisconsin. September 2000.
The Pioneer Zephyr streamlined, articulated diesel trainset dating from 1934, on exhibit in Chicago's Museum of Science and Industry. This groundbreaking transportation system served the Chicago, Burlington & Quincy Railroad for 26 years, until it was donated to the museum in 1960.
Streamlined Coronation 4-6-2 6221 Queen Elizabeth heads the Coronation Scot on Camden bank just a mile or so into its 400 mile journey to Glasgow in 1938
Body by Lancefield Coachworks of London. "Whisky canteens in both quarters, and tables and smoker's companions built into the backs of both front seats."
The Pontchartrain Club/Town Apartments is a thirteen-story-plus-tower building that, begun as a clubhouse
building styled in an eclectic Mediterranean/Art Deco vein, but left unfinished except for the exterior shell
through the Depression and World War II years, was renovated in a modern style in 1951-53 as the Town
House Apartments.1 The building’s unique exterior design, combining clean-cut modern styling from the
early post World War II era with substantial remnants of the original Mediterranean/Art Deco finishes,
especially in the blocky central tower and upper façade, has made it a highly recognizable landmark in
downtown Detroit over the years. The rectangular-footprint building fills the lot line at the southwest corner
of Bagley Avenue and First Street in downtown Detroit. It is of steel frame and concrete construction faced
in orange and buff colored brick, with much buff Mankato stone trim. The building fronts First Street and
has a centered entrance on the First Street façade. Above the eighth floor, the center part of the building
front is recessed, giving the upper stories broadly U-shaped footprints. This central part of the building rises one story above the sections to either side. Rising above the center of the roof is a two-story tall square tower
that retains its original detailing and steps up in graduated levels in each face. On the western façade of the tower is a large red sign reading “Town Apartments.” The western alley-facing rear façade is finished in buffhued brick without any decorative trim. As part of the 1951-53 renovation the building’s window openings were much renovated, with broader and lower openings typically replacing taller, narrower ones; only in the upper stories, including a central five-story vertical bay window unit, have many of the smaller original window openings remained intact. The 1953 lobby has been renovated but retains two sets of fluted twosided
columns from 1953. All other tenant spaces have been renovated over time, and the total number of
apartment units has been reduced from 319 to approximately 250 today.
The Pontchartrain Club/Town House Apartments meets national register criteria A and C for its
contributions to the social history and architectural development of downtown Detroit. The building is
notable for its unique, visually distinctive appearance in downtown Detroit because of its combining of post-
World War II era modernism inspired by the International style with remnants of the original 1920s eclectic,
Mediterranean and Art Deco styling, including the tower above the main roofline. Initially developed by the
real estate firm Stormfeltz & Loveley as part of their multi-building development plan for Bagley Avenue just
off Grand Circus Park, the building was originally planned to be a clubhouse that, built for the National
Town and Country Club’s Detroit chapter, would include dining and other public rooms, athletic facilities,
including swimming pool and gymnasium, bowling alleys, and overnight accommodations. Planning for the
clubhouse began in 1924, and construction began in September 1928, with Detroit architect Wirt C. Rowland
of Smith, Hinchman & Grylls serving as the lead designer. The club acquired a new name, the Pontchartrain
Club, early into construction of the building, but the project collapsed with the onset of the Depression
during 1929 with only the building’s structural system, walls and roof completed. The building remained a
shell, lacking interior finish and even windows, until 1951-53 when then owners the Bagley-First-State
Corporation completed the building as a 319-unit apartment house. The renovation, which included redesign of the exterior, leaving portions of the elaborate 1920s detailing in the upper portion while refacing the lower portions with a streamlined look of the early post-World War II period, was planned by the Byrne Organization, Inc., architects, of Washington, DC, with Fridy, Gauker, Truscott & Fridy, of Philadelphia, as consulting architects and engineers. The building, as rebuilt in 1951-53 as an apartment building, first labeled
the Town House Apartments, possesses significance under national register criterion A in the context of Social History as one of the first, if not the very first, large post-World War II residential development in Detroit’s downtown area, designed to provide modern amenities for middle and upper middle-class tenants.
The Ponchartrain Club apartments were listed in the National Register of Historic Places on April 19, 2016.
The New York Central K-5b Pacific Class 4-6-2 steam locomotive #4915 with Henry Dreyfuss' streamline design. Originally manufactured in 1926 by the American Locomotive Company (ALCO), no. 4915 and her sister no. 4917 were streamlined in 1936 to lead The New York Central’s most luxurious experience on rails.
This project is my first MOC and has taken about a year and a half to complete with many challenges arising in trying to obtain the beautiful "streamline moderne" styling. Perseverance paid off however and through 1/2 steps, 1/3 steps and even 1/6 steps I have ended with a final version that I hope you all will enjoy.
The model is 8-wide, built to 1:48 scale and is designed to fit all standard lego track geometry. The locomotive is powered by two Power Functions M motors.
Directions to the build can be found here:
Ex-LNER A4 streamlined Pacific, 60009 'Union of South Africa' heads the returning Torbay Express (1650 Kingswear to Bristol Temple Meads) passed the corn fields of Stoke Canon, north of Exeter on Sunday, 15th July 2018.
Due to a Network Rail restriction on steam locomotives running on full power and the possibility of lineside fires, the A4 is just idling whilst the accompanying Class 66 is doing the work.
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.
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.
Borrowed from the HAMB this is very similar to the 1931 Streamlined Racer built by Longbridge. The car reached nearly 110 mph. average at Montlhery near Paris, driven by Mrs. Gwenda Stewart to 4 speed records.
Historic Tennessee State Office Building on capitol hill in downtown Nashville, Tennessee. The building opened in 1940 and was later renamed the John Sevier State Office Building to honor the state’s first governor.
The Streamlined Classical style building was funded by the Public Works Administration (PWA). It was added to the National Register of Historic Places in 2011 (NRHP No. 11000455 as the Tennessee State Office Building).
The southbound American Freedom Train consisting of many cars is led by Southern Pacific steam locomotive # 4449, of the GS-4 Nothern class, is traveling over the railroad trestle into Bradenton, Florida, 1976. You can plainly see the salt water barnalces on the pilings supporting the trestle. The train has displays of American history, historic documents along with various historical items onboard the display cars. The steam locomotive was built as a semi-streamlined, powerful, modern, 4-8-4, oil burning locomotive by the Lima Locomotive Works during 1941. This locomotive was classified as a Northern type. The train is operating on the Seaboard Coast Line mainline between Tampa, Bradenton and Sarasota. The locomotive was painted in the colors of the American Flag - red, white and blue for ATF service. You can see the Bradenton "Yard Limit" sign partially falling down on a pole located on the right side of the locomotive. A bascule bridge is located a few cars back behind the locomotive tender that is opened for large craft and sailboat clearance.
Pioneer Zephyr 4 car streamlined unit train from the 1930's. The model was imported in the mid 1960's.
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
DRG Class 05 streamlined 4-6-4T No.05 001 (Borsig No.14552 of 1935) in its beautiful deep red livery at the DB Museum, Nurnberg, 10 May 2016. Two Class 05's were built by Borsig (Berlin-Tegel works) in 1935 and one cab-forward version in 1937 by Borsig (Hennigsdorf works). They had 7'6.5" wheels. No.05 002 attained the world speed record in 1935 at 119.1 mph and again in 1936 at 124.5 mph, with an output of 3,400 ihp. This loco also holds the non-stop record for steam when it did 70.1 mls (Wittenberge - Berlin Spandau) in 48 mins at an average speed of 86.66 mph. Krauss-Maffei rebuilt them in 1950-51 without streamlining and they hauled the 'Hanseat' and 'Domspatz' on the Hamburg - Koln - Frankfurt service of 703 km (436.8 miles), the longest German steam hauled service. There is an 'urban myth' that at the end of WWII British troops found DR documents which revealed that, on the eve of the war, one of the Class 05's built Mallard's world speed record but that was never publicised because of the immediate break out of war. In order to retain Mallard's record, the troops - which included some railway enthusiasts - allegedly destroyed the records! How true this is will never be known but the abilities of the 05's should not be underestinated. And after 05 002's high speed runs, it was in normal service the next day in contrast to Mallard's record run which destroyed it's inside valve gear!
How do they know to retract and fold up their (swim)feet and keep them in line with their streamlined bodies to reduce drag when flying ?
How do they know that a V-formation is best for them to reduce aerodynamical drag ?
They (birds of passage, geese, storks, pelicans, swans etc.) only fly like that during long distances.
If these birds fly short distances in a group of families, they fly all over the place, and don,t care about their feet or flight formation.
It all has to do with the fact that somewhere in the grey past migrating birds found out that they could fly longer and more easily, using the vortex their frontman created by his downwards wingflap.
Imagine the sinusoid that this vortex creates, on a line-time base behind the first bird.
When that first bird flaps a wing downwards, it compresses the air underneath it, keeping the bird in flight.
But that air (being a gas) wants to recover its former state, and expands again, filling up the relative void it just left behind, forced by the airmasses underneath it that act like a "ground".
That is a dynamic proces on a stationary spot.
But the second bird flies through that stationary spot where this dynamic expanding of air is taking place and benefits from the upgoing air particals hitting the underside of its downgoing wing.
This system can only work for the second (and third, and fourth etc.) bird if he or she keeps a precise distance wherein this natural fenomenon (restoration of the static gas pressure) is taking place.
For a good understanding, you will have to appreciate, that all of this takes place as a dynamic situation on a static place in the air, where the second bird flies through.
Come to think of it, it even should matter if this process happens in weather with a high pressure field or a low pressure field.
At least theoretically, they would have to fly closer to each other under high pressure weather conditions.
And don't forget that the birds themselves are subject to their frontal area, and that their air resistance depends upon the square of their velocity.
And yes, their downwards stroke is more effective because of the thicker air, but there is a (more streamlined, and the wing feathers open up) upgoing stroke as well, in that same air.
It will cost them more energy, so they fly shorter before having to eat again. (but having covered more land)
They inhale the oxygen more easily that gives them power because of the higher airpressure, but exhaling costs extra energy in the thicker air.
The list of variables is endless, but maybe, in the end, everything equals out to zero . .
Or does it ?
A classic Stinson Aircraft Company Reliant, original civil registration NC67423, touches down and rolls out during EAA AirVenture. The bright red livery, radial engine, and streamlined wheel pants highlight the elegance of this Golden Age cabin aircraft as it returns to the runway.
El Grande Motel, Trailers and Apts. 10309 N. Nebraska Ave. Tampa, FL. Built in 1940, this is a rare and underappreciated example of Streamlined Moderne in Tampa.
Streamlined LMS Princess Coronation Class 8P Pacific 4-6-2 No. 6229 "Duchess of Hamilton" stands in the South Yard at the National Railway Museum's 'Railfest' Event at York on 10th June 2012 and is passed by GWR City Class 4-4-0 No. 3717 'City of Truro', heading the return journey of the "Free Passenger Shuttle".
This Art Deco-styled 4-6-4 steam loco is to be numbered 5448 and is mostly modeled after a real, long-scrapped New York Central engine. The passenger cars are slightly based off the Santa Fe Super Chief LEGO sets from 2002.
Note: As some of you might be able to guess, this loco was inspired by pictures of Anthony Sava's original streamlined Hudson locomotive from 2007... no instructions were used to build this engine. See it here: www.flickr.com/photos/savatheaggie/1338258406/in/album-72...
The streamlined Dolphin dress in Anaconda print with asymmetrical hem and solitary godet, (or dorsal fin in this instance). <3 Sajeela
Dolphin | Anaconda.
www.wildsugarbysajeela.com.au/dolphin
Designer: Sajeela Jamie.
Model: Chloe Hadley.
Photographer: Junaid Mark Photographer
Streamlined body of the Swedish Saab 93B.
SAAB made cars from 1947 - 2011.
Specifications:
Manufacturer: SAAB, Trollhattan, Sweden
Engine: 748cc, 3 cylinder, 2-stroke
Transmission: 3 speed with freewheel
Power: 33 hp
Top speed: 115 km/h
Weight: 810 kg
....side by side at the National Railway Museum, York, on Saturday 21st July 2018.
At the end of September 1935 the London & North Eastern Railway began running what it claimed to be "Britain's First Streamline Train" - "The Silver Jubilee" - between Newcastle and London. It was hauled by A4 class locos, as seen on the right.
The London Midland & Scottish Railway responded with a publicity run of "The Coronation Scot" on Tuesday 29th June 1937, hauled by the initial Coronation class loco (the one on the left is sister "Duchess of Hamilton"). A maximum speed of 114 mph was claimed before a full application of the vacuum brake at the 156 mile post resulted in a hair raising arrival at Crewe two miles later. I think that was the end of speed record attempts on the LMS!
The LNER finally claimed the record when "Mallard" (on the right) maintained a speed of between 123mph and 126mph for nearly two miles during tests on Sunday 3rd July 1938.
P1040727 adj 1
CHAPARRAL 2H
2HBuilt for the 1969 Can-Am season, the 2H introduced a dramatic new design. Dubbed the Great White Whale by its competitors for its unusually long and narrow shape, the 2H utilized a fully-stressed fiberglass shell with only a small sub frame to stabilize the load bearing engine and transmission. The 2H’s streamlined shape reduced drag and produced down force for added tire grip. In addition, major mechanical components were placed in the rear to increase rear weight bias. Additionally, an innovative ride-height control system automatically adjusted the suspension for changes in aerodynamic down force with speed.
A major set back occurred during the development of the 2H. Jim Hall was severely injured in a crash in the Chaparral 2G in Las Vegas. Hall’s rehabilitation severely delayed developing and testing of the 2H. Driver John Surtrees was hired to drive the 2H but always felt uneasy with the unorthodox design of the car and its uncharacteristic driving style. Despite going through several modifications, the 2H never reached its potential. For the 1970 racing season, the Chaparral team shelved the 2H focusing instead on developing the Chaparral 2J.
“The 2H was a predecessor to the kind of cars that people build today.”
-Jim Hall, discussing the Chaparral 2H
Engine: Chevrolet big-block 430-465 cubic-inch V-8
Horsepower: 650-680 at 6,800
Carburetion: Chaparral crossover manifold with Lucas fuel injection
Transmission: 3-speed Chaparral “automatic”
Bodywork: Semi-monocoque fiberglass shell; front integral with fiberglass main body; two part fiberglass rear section
Cooling: Corvette radiator set in rear at 45-degree angle; air intakes in rear deck
Aerodynamics: Low drag, down force shape including a large rear flap; at Laguna Seca, a high mounted wing was used
Chassis: Fiberglass semi-monocoque with engine cantilevered from rear bulkhead, braced by two tubes; rear suspension loads taken by engine/gearbox, bare chassis weight 140 pounds
Wheels: Chaparral spoked single-piece cast magnesium; 15-inch diameter with six bolt mounting
Tires: Front 12.00 x 15, rear 17.00 x 15; Firestone
Brakes: Ventilated discs, Girling calipers
Suspension: Front: tubular double wishbone with coil-over shock absorbers, anti-roll bar; Rear: aluminum articulated de Dion bridge with leading arm location, coil-over shock absorbers, anti-roll bar; hydraulic ride-height control
Dimensions: 85.5-inch wheelbase, 185-inch length, 67.5-inch width, 55-inch front track, 46.5-inch rear track, 39-inch height, 3.25-inch front ground clearance, 4-inch rear ground clearance
Average Weight: 1,810 pounds, dry
An enjoyable and mammoth nine hours spent on the East Coast Mainline today, in excellent company and with a huge variety of rolling stock. The main attraction being the 'Gresley' Class A4 Pacific Streamlined 4-6-2 locomotive. This is actually 60019 'Bittern' in disguise, re-painted in the LNER blue, and named 'Dominion Of New Zealand'. As well as this, she is carrying a second tender, which apparently belongs to 4472 'Flying Scotsman'.
Place of many silly conversations and very yummy breakfasts...
Blog entries on dines at: wendyhome.com/category/cultural-curiosities/diners/
The 'streamlined car carrier' 'City of Rotterdam' arriving at Zeebrugge.
The looks vaguely remind me of early streamlining attempts on rail and in the air, though it's bound to have some effect, particularly on windage, always a concern with vehicles carriers.
IMO 9473468
Built 2011 Kyokuyo Shipbuilding & Iron Works, Japan
21,143 grt
3Jul2024
Lincoln Zephyr (1937)
* Designer: John Tjaarda
* Displacement: 4380 cc
* Power: 110 CV
* Top-speed: 130 km/h
Henry Ford's sun Edsel, who was in charge of the company's LINCOLN division, was the first to introduce a marketable, mass-produced streamlined automobile: the 1936 Lincoln Zephyr.
Sweeping the market like a storm, the aerodynamic design suddenly turned into an international fashion trend.
Zeithaus Museum
Autostadt Wolfsburg
17 February 2014
Nikon D90/AF Nikkor 1:3.5-4.5 28-105 mm