View allAll Photos Tagged streamlined
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
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."
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.
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'.
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
LMS Princess Coronation Class no:6229 Duchess of Hamilton seen at the National Railway Museum in York on 9th September 2009. In September 2005 the National Railway Museum announced that the streamlining would be re-instated, returning the locomotive to its original appearance. This work was undertaken at Tyseley Locomotive Works and on 18 May 2009 it was returned to the National Railway Museum, going on display in a new exhibition called "Duchess of Hamilton Streamlined: Styling An Era". The locomotive is currently on display next to a 1933 Chrysler Airflow.
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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
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 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.
A streamlined recipe for quick and easy preparation (about 20 minutes total). Serves 1, but easily scaled up.
Ingredients:
1/4 lb penne pasta
14 oz can diced tomatoes
1/2 tsp minced garlic
1 1/3 tbsp olive oil
1 tbsp vodka
2 tbsp heavy cream
salt, pepper, red pepper flakes
chopped parsley and basil leaves
parmesan cheese
1. Boil water for the pasta. Heat the oil in a pan on medium heat. Drain the tomatoes.
2. Add the garlic to the pan and cook for about a minute. Add the vodka and allow about half to boil off, then add the tomatoes. Add salt, pepper, and red pepper flakes to taste.
3. Start boiling the pasta. Allow the sauce to simmer while the pasta is cooking.
4. When the pasta is al dente, drain and add to pan. Add the cream and stir over high heat for about two minutes. Add the parsley and basil, and toss. Serve with grated parmesan.
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!
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/#
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 ?
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
HW Carvel series-I'm a sucker for anything remotely in the "art deco" vein. This was just a natural for me then. I also remember the budget commercials that Carvel had on local TV stations in my area. They were priceless! Fudgey the Whale anyone?
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".
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
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...
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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The Pioneer Zephyr would be the beginning of the lightweight streamlined diesel era, while the GM Aerotrain would mark the beginning of the end of that same era.
The three-car Zephyr would spawn several copies and similar larger cousins, while the ten-car Aerotrain would stop at the two demonstrators.
The 1934-built Zephyr would run for 26 years in mainline service, while the two 1955-vintage Aerotrains would barely run 10 years, most of it in Chicago commuter service.
The Zephyr had it's own blockbuster Hollywood movie and started it's own Zephyr-mania, whereas the Aerotrain still runs in home-movies and newsreels alone.
The underpowered Aerotrain has become a byword for how not to make a successful train. The opposite is true for the Zephyr - it was a success in every measure.
Now, having said all that, If I could, I would much rather ride on a Aerotrain than a Zephyr. How many people alive today can say they've ridden on an Aerotrain? Not many! On the other hand, the Zephyr became an entire brand with a whole slew of trains, some of which still run today. (the Nebraska Zephyr and the under-restoration Mark Twain Zephyr come to mind there) The Aerotrain might have been a financial failure, but it still would have been something I would have ridden if I had been alive then.
Claimed to be the first streamlined aerodynamic car. $10,000 sale price in 1933! V12 engine with top speed of 115MPH, fast for cars in that time. One of 5 built with only 3 remaining.
Buffalo Transportation Pierce-Arrow Museum
Stereo Viewer for all my photos: jongames.com/stereophoto/
Streamlined Sundays: Cars in the Park
WHEN: July 8, 2018 @ 1:00 pm – 4:00 pm
40 classic sports cars from 1967 and earlier will line the Park Blocks outside the Museum for this month’s Streamlined Sunday, a program of The Shape of Speed. Ranging from 1930’s Alfa Romeos to competition Ferraris from the 1960s, Cars in the Park is the kickoff for Keith Martin’s Sports Car Market 30th Anniversary Tour.
This guy was flying right behind me on the ferry. Hovering in the same spot just gliding on the air currents, watching me with a close eye.
LMS Princess Coronation Class 6229 Duchess of Hamilton Streamlined at The National Railway Museum in York on the 7th September 2011. British Railways No 46229.
London Midland & Scottish Railway, 8P Coronation class 4-6-2 No 46229 "Duchess of Hamilton", designed by William Stanier, built at Crewe in 1938 and withdrawn from Edge Hill in February 1964. Seen here in the Streamlined exhibition in the NRM Great Hall (Oddly the most famous Streamliner, Mallard, has been sent to Shildon - all very strange!)
An intresting fact is In 1939 no. 6229 swapped identities with the first of the class 6220 Coronation and was sent to North America with a specially-constructed Coronation Scot train to appear at the 1939 New York World's Fair
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.
This photograph depicts one of the newly arrived Los Angeles Railway PCC streamlines streetcars at the former Division 2 Car House, 1937.
GestureWorks Core is streamlined to take advantage of Windows Desktop native touch events. GestureWorks-built applications can run on any multitouch or touch-enabled hardware that supports Windows 10, Windows 8, or Windows 7. The efficiency of GestureWorks Core means your projects will have outstanding performance regardless of the hardware device.