View allAll Photos Tagged streamlined
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 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.
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.
A rather fine trade brochure issued by English Electric showing the modern tramcars constructed for a handful of operators at their Dick, Kerr Works in Preston, Lancashire. These works had a long pedigree in the construction of British tramcars; they came to English Electric when the company was formed in 1919 by merger that included Dick, Kerr & Co. They had their origins in Glasgow in 1854 and had important engineering works in Kilmarnock acquiring the Preston works in 1893. The company did well out of the trend towards municipalisation and electrification of earlier horse and steam tramway systems.
By the mid-1930s British tramway systems were mostly in decline as first generation electric networks were in need of significant investment at a time when the motor bus was an established competitor that was seen as having more flexibility along with smaller capital outlays. In addition, with the growth of road raffic, the British Government had spoken out against trams on the perceived grounds of congestion and safety.
Nevertheless a few operators experimented with modernising their systems and tramcar fleets. Some of the operators here undertook such work rather partially, such as Sunderland and Rotherham, and the new trams added to the fleet sadly were unable to turn the tide towards abandonment. Belfast, seen here, were effectively on the cusp of converting their system to trolleybus operation, a programme that began in 1938 and doomed the tramways.
Edinburgh's examples were the harbingers of a large fleet of new 'standard' cars that the Corporation constructed themselves with designs drawing from the cars purchased from outside contractors such as EE and the system survived intact into the 1950s when the seemingly inevitable decision was made to abandon the system and replace trams with buses that concluded in 1956.
Other systems seen here, Leeds and Blackpool, were also amongst undertakings that made determined efforts to modernise their fleets and network; in the case of the former, Leeds remained relatively faithful to trams until the decision was made in the mid-1950s to abandon by 1959 and in the case of the latter Blackpool, the great Lancashire seaside resort, was to end up being the UK's last street tramway operator. These EE products, along with later cars constructed in the 1950s, enabled the trams to keep running in the resort until finally modernisation into a more 'light mass transit system' took place in the 2000's.
English Electric have chosen a distinctly contemporary and moderne design for the brochure here using the popular '30s deco 'streamlined' design to sell a story of modernity and technological advance. This was a real attempt to promote a new look for the increasingly derided 'old fashioned' and seemingly 'uncomfortable' tramcar that was common at the time. The cover is unashamedly based on one of Blackpool's fleet as supplied by EE.
Pioneer Zephyr 4 car streamlined unit train from the 1930's. The model was imported in the mid 1960's.
At a time where the masses have grown to accept the “force feeding” of talent via the “American Idols” and “Americas Next Talent,” the art of learning the great American Songbook as well as listening to other forms of music has been a lost art. Popular music today is a fuse of younger artists and producers that cater to record sales and a younger demographic. With the major record labels losing steam and the advent of online sources like You Tube and i Tunes, people have the choice to watch and buy the music content that they want. Radio hasn’t been much of a help since only a handful of companies own them and have streamlined their radio formats and listeners. Just when you think that the days of vocalists like Barbara Streisand or Celine Dion are no more comes a singer named Rondi Charleston. Last week I had the privilege and honor to witness Mrs. Charleston’s record release party at Joe’s Pub in New York City for her Motema Records debut “Who Knows Where the Time Goes?” This is Rondi’s second release as an artist, but this recording is mesmerizing from beginning to end. And her live performance takes me back to those classic female vocalists like Streisand, Dion, and Whitney Houston.
The Chicago, Illinois native is a classically-trained musician and actor who studied at Juilliard. Rondi grew up around music all her life listening to jazz, pop, and classical. Instead of becoming the great musician that she has become today, Rondi was a Peabody-Award winning journalist who worked with Diane Sawyer and ABC’s Primetime Live program. While working crazy hours as a broadcast journalist, she maintained her passion for singing in the many New York City supper clubs. It wasn’t until she left to pursue the music full-time that she went out on a leap of faith and now she’s reaping the success of her passion, music.
“Who Knows Where The Time Goes” covers many original compositions written by both Rondi and pianist Lynne Arriale, who also records on the Motema imprint. She also dives into other genres of music ranging from Stevie Wonder’s “Overjoyed,” Percy Mayfield’s “Please Send Me Someone to Love,” and Carlos Antonio Jobim’s “Wave.”
I think one of Rondi’s hidden successes is that she’s surrounded herself with some of the best musicians that have a hidden track record of knowing how to bring her full talent out. Pianist Lynne Arriale and Rondi’s collaboration of songs for “Who Knows Where the Time Goes, is almost reminiscent of the great writing partnerships of McCartney and Lennon, Strayhorn and Ellington, and Hayes and Porter. The two penned “Song for the Ages” and “Your Spirit Lingers,” which are some of finest and most personal selections on the disc.
In addition to the songs she’s recorded for her latest disc, having jazz guitarist Dave Stryker as her music director was a match made in heaven. Dave’s scope of music is so vast that selecting great musicians like bassist James Genus, pianist Brandon McCune, and Mayra Casales on percussion, helped make the vision of Rondi’s music come full circle. In fact, Rondi and her band sound and perform better live than they do on record! Her stage presence and passion for the music shows in the first 10 minutes of the show.
Its about time that a vocalist like Rondi Charleston is on the scene right now. The fact that her music isn’t industry driven and is back to the basics of original and authentic material. I admire what she and Motema Records founder Jana Herzen have done to and with the music over the last couple years. The idea of letting the artist evolve and grow is so missing in the record industry right now and Mrs. Charleston’s path to excellence is in the step in the right direction.
Watch this video on Vimeo. Video created by Brian Pace.
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
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 East Coast Giants event at Barrow Hill in 2014
4464 Gresley A4 Pacific steams out of Barrow Hill on the Springwell branch, whilst working push and pull with a Peckett 0-6-0 saddle tank from 'Roundhouse Halt’.
According to the following site, the line is 1.1km long:
gb.geoview.info/springwell_branch,104562506w#
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]
You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/
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
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
1939 Porsche Typ 64 -- the streamlined aluminium body had a Cw value of only 0.28. The 33 PS engine was good enough for a top speed of 140 km/h.
On display in the Porsche Museum in Stuttgart-Zuffenhausen in Baden-Württemberg, Germany.
Germany has many car museums with some of the best collections on display at the factory museums of major manufacturers. Two are in Stuttgart: the Porsche Museum in Stuttgart-Zuffenhausen and the large Mercedes Benz Museum in Stuttgart-Untertürkheim. The BMW Museum in Munich is adjacent to the Olympiagelände where the ill-fated 1972 Games were staged. The Autostadt in Wolfsburg is a very popular destination but far fewer visitors look in at the nearby Volkswagen Museum covering only the VW brand. Major museums in Germany with significant car collections include the Verkehrsmuseum section of the German Museum in Munich (the first Benz car produced), the German technology museum in Berlin, and the technology museum in Sinsheim. The latter also has many military vehicles as do the Museum of Military History in Dresden and the German Tank Museum in Munster near Hamburg.
Streamlined Art Deco style saloon
Chassis n° 248901
2.663 cc
6 in-line
624 ex. (SS1 Airline Saloon)
4.254 ex. (SS1)
Jaguar Heritage Trust Collection
British Motor Museum
Gaydon
Warvick
England - United kingdom
November 2018
The Shape of Speed
Streamlined Automobiles and Motorcycles, 1930–1942
JUN 16 – SEP 16, 2018
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.
The concept of streamlining has fascinated people for generations. Beginning in the 1930s and extending until the outbreak of the World War II, automotive designers embraced the challenge of styling and building truly streamlined cars that were fast and fuel-efficient. They were encouraged by the confluence of aircraft design with the sleek shapes of fast railroad locomotives; new advanced highways such as the Autobahns; and events like the 1939 New York City World’s Fair, which showcased futuristic design.
The Shape of Speed presents a select group of rare automobiles and motorcycles that demonstrate how auto designers translated the concept of aerodynamic efficiency into exciting machines that in many cases, looked as though they were moving while at rest.
The Museum will display 17 cars and two motorcycles—the best of that era’s streamlined offerings—from Europe and the United States. Engineering drawings and period photographs will show some of the aircraft, railroad, ship and yacht designs that influenced the automakers.
Featured designers and engineers include European streamlining pioneer Paul Jaray, along with Richard Buckminster Fuller, Norman Bel Geddes, Raymond Loewy, Harley J. Earl, Hermann Ahrens, Georges Paulin, Joseph Figoni, Dr. Wunibald Kamm, Otto Kuhler, Jean Bugatti, Hans Ledwinka, Gordon Buehrig, and others.
Preset Style = Streamlined
Format = 10" (Giant)
Format Margin = None
Format Border = Straight
Drawing = Technical Pen
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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
Streamlined, Poema Utrecht, 28-05-2010. Sorry for the week delay before uploading the set(s). Maar het was een zwaar weekend zo, met 2 top-trance parties. Friday: 28/05: Streamlined, het laatste trancefeest in de Poema :( En zaterdag 29/05 mijn verjaardag om 00.00 uur in de Westerunie tijdens de Armada Night. Van dat feest 2 sets, 1 van gastfotograaf Paul en een van mij. Vanavond ook online hier. Het was weer fun, en een erg mooi weekend al met al. Jammer van de (te) lage opkomst bij Streamlined!
Line-up Streamlined: partyflock.nl/party/174584:Streamlined.html
Dank allen! En tot snel!
Je foto(s) van: Streamlined, nabestellen voor maar 1 Euro? Geef het/de fotonummer(s) door. Stuur een mail naar: dutchpartypics@yahoo.com. Daarna volgen de details en stuur ik je via e-mail de high res. foto(s) zonder logo toe!
Check ook eens mijn showgallery: www.dutchphotogallery.net/ (online m.i.v. 01-06-2010). Check also my YouTube Channel: www.youtube.com/user/dutchpartypics
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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
Large streamlined Tatra 603 car from 1964.
Taken on the SALT 3 Rally (for Cold War-era classic vehicles), held in East Yorkshire, June 2009.