View allAll Photos Tagged streamlined
Ex-GWR 'Flying Banana' streamlined express parcels diesel railcar W17W, on a sunny day in 1960. It was built by Gloucester RC&W in 1936, and had been withdrawn in January 1959, and was scrapped in the early 1960s. One of the passenger versions of these 'streamlined' units has been preserved, as well as two of the later 1940s 'angular' ones.
Restored from an under-exposed (Kodachrome) original..
Original slide - property of Robert Gadsdon
There is another almost identical version of this shot on flickr, but the angle is slightly different..
The original date of 1959 was incorrect, as I now have another image of this unit dated June 1960, which shows all the mechanical components still intact.. Date amended to '1960'..
RG.
Publicity image for the new Superior 500 which replaced the Superior 400 model. The Superior 500 had a more streamlined body developed under the principles of Paul Jaráy (Vienna, 1889-1974) and the technical supervision of Josef Ganz (Budapest, 1898-1967).
At the end of 1933, a small delivery van variant was also introduced until 1938. After that year, Standard founder Wilhelm Gutbrod (near Stuttgart, 1890-1948) sold the small van under his own name as Gutbrod Merkur HV 504. The body was very similar to that of the Simca 5 Fourgonnette.
Some background info:
In the 1930s there was an increasing need for a real people's car in the German-speaking region. A car affordable for the masses, the so called 'Volkswagen'.
One of the leading engineers at that time was Josef Ganz. After he had worked for Adler, BMW, Daimler-Benz and Röhr, he developed his own minicar in 1931, the 'Maikäfer'.
In Standard Fahrzeugbau he found a manufacturer and in 1932 the Standard Superior 400 was launched (officially presented at the IAMA, the Berlin international motor show, Febr. 1933).
This cheap car was based on the 'Maikäfer' principles: tubular chassis, rear engine, independent wheel suspension and with a streamlined body.
Journalist Paul Schilperoord wrote a very interesting book about the history of the development of the VW Beetle in the 1930s. In this book he describes the life and works of Josef Ganz who's technical ideas were taken over by Ferdinand Porsche. The book reads like a very exciting story.
See: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
In 2019 a documentary was made about Josef Ganz and his life story: Ganz, How I lost my Beetle (2019), by Suzanne Raes: www.youtube.com/watch?v=cNuS4GwU7CU
494 cc 2 cylinder 2-stroke rear engine.
490 kg.
Production Standard Superior 500: Nov. 1933-May 1935.
Image source: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
Location: Frankfurt.
Date: prob. Nov. 1933.
Original photographer/artist, place and exact date unknown.
Halfweg, Febr. 11, 2023.
© 2009/2023 Schilperoord/Sander Toonen, Halfweg | All Rights Reserved
This elegant two-door 402 B saloon is quite rare.
The modern looking streamlined Peugeot 402 series was presented at the 1935 Paris Motor Show. In the early 1930s revolutionary aerodynamic theories were applied for the first time to mass produced cars. Avant-garde cars like 1934 Tatra 77 and the 1934 Chrysler Airflow gained a lot of positive attention. The 402 was Peugeot's answer to its direct competitor the streamlined 1934 Citroën TA.
The 402 was developed by the Département Études Carrosseries, under supervision of Henri Thomas.
The Peugeot 02-series was also called Fuseau-Sochaux.
The 402 series replaced the predecessors 401 and 601 (from 1934-1935).
Many body variants were available.
The 402 B with an increased engine, followed in Summer 1938.
Note the lack of a running board.
Besides several Art Deco details, the headlamps placed behind the grille were very remarkable.
See also: en.wikipedia.org/wiki/Peugeot_402
2142 cc L4 petrol engine.
Performance: 60 bhp.
1330 kg.
Production Peugeot 402 series: Sept. 1935-July 1942.
Production Peugeot 402 B series this version: Oct. 1938-June 1940.
Original first reg. number: May 6, 1939.
New Dutch pseudo-historical reg. number: May 4, 2009 (private import).
With current owner since May 17, 2024.
Seen in car museum Visscher Classique. It's a new car museum originated from a large car collection of director Henk Visscher, mixed with a lot of passion and ambition.
The collection focuses on the French brands that fall under the Stellantis group (formerly PSA).
More info: visscherclassique.nl/museum/
Buren, Visscher Classique Car Museum, Schuilheuvelstraat, Aug. 5, 2023.
© 2023 Sander Toonen Halfweg | All Rights Reserved
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line that serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
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:
Streamlined C&O 4-6-4 #490, rebuilt from a 4-6-2 for the still-born "Chessie" connection trains from Louisville or Detroit to Cincinnati at the B&O Museum in July 1987.
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line that serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line which serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
Streamlined Hudson for 1938 20th Century Limited, built by Alco 1938 (location and photographer unknown)
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line which serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
LNER streamlined Pacific 60007 'Sir Nigel Gresley' accelerates alongside the Exe Estuary near Starcross with 1Z28, 1635 Kingswear-Shrewsbury return 'English Riviera Express' on 24 June, 2023.
The streamlined dream like clinker built oak of The Skidbladner calls out to those that can pack their sea chest as a seat from which to person the oars on an imaginary journey and hopefully the visitors will have notions of goods in their sea chest to trade and room there also to bring back their hard won treasures? This now land bound longboat affords a great prospect to experience Viking visions. The replica of the archaeological recovered Gokstad ship now sits next to a reproduction longhouse and both have room enough to house your imagination and also to inspire your dreams.
The Viking Unst Project,
A968
Brookpoint, Haroldswick, Scotland, ZE2
60.7853, -0.8343
© PHH Sykes 2023
phhsykes@gmail.com
The Skidbladner
The semi-streamlined flanks of Union Pacific GP30 No. 812 have been serviced and await assignment in Provo, Utah the evening of June 12, 1978. Stablemate Rio Grande 5328 was part of the UP-D&RGW Kaiser unit coal train pool of EMD SD45s. UP SW9 No. 1846 was the Pacific States Cast Iron Pipe, Co. plant switcher.
New Haven Railroad streamlined Budd Roger Williams RDC's with cab 140 in the lead, ca 1960. It appears that this may be some sort of railfan or railroad enthusiast excursion trip that is stopped at an inknow location. It also appears that someone is in the cab window taking a photo. Numerous passengers are out and about including what appears to be the conductor. To the left side of the photo there appears to be either a river or a lake.
This photo came from the Internet and the photographers name was not provided.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
4498 Sir Nigel Gresley Steams Towards The Main Station Down At The Eastleigh Miniature Lake Steam Railway.
Excerpt from historicplaces.ca:
Description of Historic Place
The Former Toronto, Hamilton and Buffalo Railway Station is a six-storey streamlined Moderne building that straddles the head of Hughson St. at the T-junction corner of Hunter St. East and Hughson St. North in Hamilton. Today the building is a GO-Transit commuter station.
Heritage Value
The Former Toronto, Hamilton and Buffalo Railway Station has been designated a Heritage Railway Station because of its importance as the headquarters of an historically significant regional railway company and because it is a rare Canadian example of railway station design in the streamlined Moderne style.
In 1931-33 the Toronto, Hamilton and Buffalo Railway, incorporated in 1889 to provide a link to American railroads and service the Toronto-Niagara corridor of southwestern Ontario, replaced its Hamilton headquarters and station with this new one. It was designed by the New York architectural firm of Fellheimer and Wagner, and is an example of streamlined Moderne architecture in which the clearly delineated, planar massing of the station and its sleek, machined decorative theme sought to express contemporary life through the use of an industrial aesthetic.
The heritage value of the Former Toronto, Hamilton and Buffalo Railway Station resides in its streamlined Moderne design; its well designed, arranged and detailed interior spaces; those aspects of its design which relate to its dual function as station and headquarters offices; and its siting as a focal point of the southern end of Hughson Street.
Character-Defining Elements
Character-defining elements of the Former Toronto, Hamilton & Buffalo Railway Station include:
- its long narrow footprint, the planar massing of its vertical six-storey tower and low projecting wings with rounded corners, the flat roof line of the station;
- the tightly integrated, comprehensive nature of its Moderne design;
- its sleek form and streamlined, finely balanced proportions;
- its industrial aesthetic, particularly its wrap-around fenestration, smooth wall surfaces and long low horizontal walls which support the elevated tracks;
- the machined decorative theme evident in exterior details such as architectural metals, signage, and patterns of fenestration and glazing;
- its industrial use of materials and construction technology: cut Queenston limestone curtain wall over a steel frame, metal windows, tar and gravel roof;
- the original spatial design and decoration of the public area of the station interior, its extensive use of curvilinear forms, circular ceiling detailing, use of metals and the design of hardware and fixtures such as waste receptacles, light fixtures, signage, the clock, and curved mezzanine railing;
- the spatial design and decoration of interior spaces related to railway operation such as the dispatcher's room, all dispatching equipment, fittings, fixtures, hardware, and details related to TH&B operations;
- continued legibility of the original layout of the station building, with its central concourse/waiting area and separated passenger and track levels;
- continuity of the functional deployment of particular spaces within the public area of the station for ticket sales, retail, telephones, cab office, and food concession;
- continued legibility of historic patterns of circulation - main or side entrances through the concourse and up the passenger ramps to the tracks, patterns of vertical circulation on the ground floor of the building;
- the steel and glass platform shelters, designed to be fully consistent with the design of the building in their location, massing, materials and details;
- the long concrete wall supporting the elevated tracks.
Streamlined 4-6-4 CO 490 sits in the former passenger car shop of the B&O Mount Clare Shops. Now the Bawden Railroad Workers Hall of the B&O Railroad Museum.
Designed to pull the stillborn 'Chessie' passenger train, it was reassigned and used to pull secondary passenger trains and mail trains until 1953.
Adorning the streamlined noses of two dozen classic locomotives were logos of every shape and color. Here are all 20, without repeating the doubles, and excluding the B units and N&W 611.
BNSF and CSX could learn a thing or two from this elaborate nasal heraldry.
Happy family posing with their new acquired Steyr 55.
The streamlined Steyr Typ 55 was the revised version of the Type 50. This 50 was developed in 1935 by engineer/director Karl Jenschke (1899-1969). The official presentation followed in February 1936 at the IAMA in Berlin.
The Steyr 50 was designed according to the new streamlined ideas which became more and more popular in the first half of the 1930s. Jenschke knew streamline specialist Hans Ledwinka. Although one could expect that Ledwinka or Ferdinand Porsche were involved in the development of the Typ 50 is this not true.
The Steyr 50/55 was quite popular in its homeland Austria. It received there the name Steyr-Baby. In neighbor country Germany was very little interest for this small car.
In Spring 1938 Typ 50 was replaced by Typ 55. It had a stronger engine but had the same body and equipment.
Type 55 is easy to recognize by the ventilation openings in the wheel rims.
1185 cc 4 cylinder Boxer engine.
Ca. 815 kg.
Production Steyr 50/55 series: 1936-1940.
Production Steyr Typ 55: Spring 1938-1940.
Original pre-war Hungarian reg. number.
Source: www.zuckerfabrik24.de/steyrpuch/steyr50_1.htm
Original source: Fortepan.
Date: 1938.
Place: Hungary.
Original photographer, exact place and date unknown.
Halfweg, June 18, 2023.
© 2023 Zuckerfabrik24/Sander Toonen Halfweg | All Rights Reserved
For the last image in this series, we have the one that "started it all" - the very first E-Unit ever built. As the first streamlined passenger diesel not to be integrated with its trainset, B&O EA 51 is one of the most significant members of the early diesel era to survive into the modern day, and it now has a restoration equal to its place in history.
It really does boggle the mind to see this one out in the sunshine, looking every bit as perfect as it did in the publicity photos taken of it by EMC and the B&O back in 1937. It's no hyperbole to say that this is among the best and most thorough restorations of an American locomotive, ever.
Like this photo? Be sure to check out the highlight video on my new YouTube channel!
"The Shape of Speed" Streamlined Automobiles and Motorcycles 1930-1942 Exhibit at The Portland Art Museum
4201 (assisted by 4490) makes light work of its short train on the S curves of the Picton - Mittagong loop line. The train is conveying members of to the AGM of the New South Wales Rail Museum.
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line which serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
Not all Steyr Baby cars did survive the terrible war.
The streamlined Steyr Typ 50 was developed in 1935 by engineer/director Karl Jenschke (1899-1969). The official presentation followed in February 1936 at the IAMA in Berlin.
The Steyr 50 was designed according to the new streamlined ideas which became more and more popular in the first half of the 1930s. Jenschke knew streamline specialist Hans Ledwinka. Although one could expect that Ledwinka or Ferdinand Porsche were involved in the development of the Typ 50 is this not true.
The Steyr 50 was quite popular in its homeland Austria. It received there the name Steyr-Baby. In neighbor country Germany was very little interest for this small car.
Typ 50 was replaced by Typ 55 in Spring 1938. It had a stronger engine but had the same body and equipment.
984/1185 cc 4 cylinder Boxer engine.
Ca. 750/815 kg.
Production Steyr 50/55 series: 1936-1940.
Production Steyr Typ 50: 1936-Spring 1938.
Production Steyr Typ 55: Spring 1938-1940.
Image found on the public site gallery.hungaricana.hu.
Source: Collection Fortepan Archives.
Location: Szent György tér seen from the entrance of Sikló. Opposite is the destroyed Sándor Palace, above it you can see the upper level of the Ministry of Defense building, to the left is the palace of Grand Duke József, Budapest, Hungary.
Date: Febr./March 1945.
Original photographer unknown (probably an embedded war reporter, or an army photographer).
Halfweg, July 30, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
Lehigh Valley Railroad streamlined K-6 4-6-2 steam locomotive 2023 leading passenger train 9, the "Black Diamond" with all red cars, west at the railroad location of Treichler in North Whitehall Township, Pennsylvania, on November 9, 1940. Photograph by Donald W. Furler, Furler-03-090-03, © 2017, Center for Railroad Photography and Art
Streamlined observation car "Royal Street", built originally for the post-world war II "Crescent" operated by the Southern, Louisville & Nashville and Pennsylvania railroads between New Orleans and New York City, trails the consist of Amtrak train number 50, the "Cardinal", operating in private excursion service, at Manassas, Virginia on April 29, 2007.
The streamlined goosander is a handsome bird and a great fisher - its long, serrated bill helps it to catch and hold its slippery fish prey. It nests in riverbank trees, but can be seen on lakes and reservoirs in winter.
Statistics
Length: 57-69cm
Wingspan: 90cm
Weight: 1.3-1.7kg
Average lifespan: 7 years
Conservation status
Classified in the UK as Green under the Birds of Conservation Concern 4: the Red List for Birds (2021).
When to see
January to December
The collections of the Deutsches Technikmuseum in Berlin includes a variety of preserved U-Bahn, S-Bahn, tramway and motor coach vehicles. Streamlined bus, 1938, by G. Fritsche of Flöha, Saxonia, based on a frame, gearbox and engine of an Opel Blitz. Photos taken during the 2012 and 2014 open day at the reserve depot near the main museum.
I love the rounded end of this building's design with all of the glass block windows. Located in Santa Maria, CA
New Haven Railroad I-5 class streamlined Hudson steam locomotive # 1402, along with another Hudson steam locomotive # 1401, is seen in the yard at Boston, Massachusetts, 7-28-1946. An employee standing by the rear driver is steam cleaning the running gear, wheels and other parts on the locomotive.
The name of the photographer that captured this image on film is unknown. This is a modified, enhanced and cropped photo scan that is from a B&W negative in my personal collection.
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After the side path of the Panhard I return to the streamlined car and pick up the story again at Tatra.
The Tatra factories had survived the war quite undamaged and already in 1945 production could be restarted. Besides the traditional 57B also the streamlined T87 was offered till 1950.
As a replacement for the smaller streamlined Pre-War T97 a new model was developed: the T600 Tatraplan.
The design of this car was based on the T87 body. It shared the nose of the last T87 version, but the central rear wing was not replaced. The front wings with incorporated headlights were smoothly integrated in the body. In stead of the three-piece T87 window the T600 had a two-piece split windscreen.
The T600 was developed in 1945-46 by Josef Chalupa, Vladimír Popelář and František Kardaus (1908-86), based on the ideas of Hans Ledwinka (1878-1967) who was imprisoned by the Sovjets since 1945.
The Tatra company was nationalized in 1948. In 1951 the state planning department decided the replace the T600 production to the Škoda plants. Both Czech car producers were not happy with this decision.
In 1952 production was ended. The T600 was quite popular in Europe and 2164 items (one third) was send abroad.
This pictured T600 is one of the 146 which went to Hungary.
In total 6342 T600 were built, from which 4242 in Kopřivnice (Tatra plant) and 2100 in Mladá Boleslav (at Škoda).
1952 cc air-cooled boxer rear-engine.
1170 kg.
Production T600 Tatraplan: 1947-1952 (although some sources claim till 1954 or even till 1956).
Old Hungarian reg. number.
Original source: Archive Collection Fortepan, Hungary.
Without title.
Location: Hungary, Budapest VIII, Rákóczi út 15., Marika espresso.
Date: 1957.
Original photographer and exact date unknown.
Original archive: UVATERV.
Source: gallery.hungaricana.hu
Halfweg, July 18, 2021.
© 2021 gallery.hungaricana/Sander Toonen, Halfweg | All Rights Reserved
Henry M. Flagler's Florida East Coast Railroad Line reached Palm Beach in 1894. The Seaboard Airline Railroad Line laid tracks to Palm Beach as late as 1921-1924. It was after 1921 that the Seaboard Airline tracks reached West Palm Beach. Reference to the Seaboard Airline Railroad Station appears in a book printed in 1926.
S. Davis Warfield was president of Seaboard Air Line and in 1924 Warfield built a cross-state line which serviced West Palm Beach and Miami and Homestead in 1926, making a direct rail connection from one coast to the other, across the state. In 1938 the Atlantic Coast Line and the Seaboard Airline Railroad Line formed a network over Florida. Trains were air-conditioned and streamlined, and power was generated by Diesel-electric locomotives.
Stockholders in the railroad were important Palm Beach residents, and this station combined their taste in architecture, and their desire for service and convenience, for the community related to their vacation and retirement residences.
L. Phillips Clarke, who designed all of the Seaboard Railroad stations, built his first station at Auburndale. The West Palm Beach station appeared in 1924-1925.
The north-south dimension, paralleling the tracks, is approximately 178 feet. It is 43 feet deep, not including (at the sides) a 13-foot platform on the west. The building is mainly one story high, with a single office on a two-story level near the center and a three-stage tower on the south corner of the east or entrance facade on Tamarind Avenue.
The plan is rectangular, divided essentially in half, with express room and baggage room to the left or south, and behind the loggia the two waiting rooms, now one, separated on the east by restrooms and on the west by the ticket office. The loggia surrounds most of the front and ends, and the shed—roofed passenger platform on the rear or trackside.
The City of West Palm Beach, following a purchase of the building in 1988, tapped local architecture firm Oliver Glidden & Partners to head a $4.3 million restoration of the structure. The project was completed and the station rededicated in a ceremony attended by the Florida Governor in April 1991. Architect Robert D. Brown directed the restoration of ornamental cast stone elements, exterior masonry, doors, windows, and iron and tile work. The red clay tile roof was replaced, as were the electrical, lighting, plumbing and heating, ventilation, and air conditioning systems. Abatement of lead and asbestos was further required to bring the historic structure up to modern building code standards. The restoration effort earned the Florida Trust Award for Historic Preservation in 1994.
In summer 2012, the city finished an improvement project that included the installation of new sidewalks and more than five dozen trees around the building. The improvements were funded with a $750,000 Transportation Enhancement grant from the Federal Highway Administration, to which the city provided a $150,000 local match.
The station has two side platforms, with access to the station on both sides. West of the southbound platform is a long loop of bus bays serving Palm Tran routes. East of the northbound platform is the station house, a small parking lot, and bus stops for Greyhound Lines buses and Tri-Rail shuttles.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/West_Palm_Beach_Seaboard_Coastline_...
historic-structures.com/fl/west_palm_beach/seaboard_railr....
© All Rights Reserved - you may not use this image in any form without my prior permission.
I bought this streamlined LV K5 #2102 this evening from Brasstrains.com (this is the seller's listing photo). I should receive it in a couple of days. This engine was very similar to the "Black Diamond" engine in the same paint scheme.
Here's a heavyweight streamlined classic of old- Greater Winnipeg Water District Mack Rail Car 31, at St Boniface, date unknown.
Apparently this car is still around today. I found this history info on it: Acquired June 1953 from Winnipeg Electric Co. as Winnipeg River PM-5 Length 54' 6" 55 seats 27 tons
Built as gas-electric railcar Mack 163001 March 1928 Mc.Guire Cummings body, Mack 6 cylinder 135 hp gas engine. Rebuilt 1947 with streamlined nose and Cummins 150 hp diesel. www.trainweb.org/oldtimetrains/photos/shortline/GWWD.htm
Duplicate slide in my collection, photographer unknown,
LNER 4496 - British Rail Class A4 4-6-2 Pacific 60008
en.wikipedia.org/wiki/LNER_Class_A4_4496_Dwight_D_Eisenhower
----
National Railway Museum, York, England
en.wikipedia.org/wiki/National_Railway_Museum
_DSC9249 Anx2 1400h Q90 f25
After the side path of the Panhard I return to the streamlined car and pick up the story again at Tatra.
In 1933 Tatra presented their compact V570 prototype. It was developed by engineer Hans Ledwinka (Austria, 1878-1967) based on the ideas about streamlined cars by Paul Jaráy (Hungary, 1889-1974).
After Tatra had decided not to continue with the V570, Tatra encouraged their engineers to continue on the streamline car path. This resulted in the revolutionary T77 which was developed during 1933.
The Tatra T77 was first presented at the Prague Car Salon in March 1934. In the same month the T77 made its German public debut on the Berlin IAMA motor show. Here this futuristic car was admired by Führer Adolf Hitler. Already in Dec. 1933 he made some sketches of an streamlined rear-engined small car affordable for the common people. In the Tatra concept he found confirmation of his ideas and ordered Ferdinand Porsche to develop such an innovative car. We all know the outcome...
The Tatra T77 was based on the ideas about aerodynamics by designer and engineer Paul Jaray (Hungary, 1889-1974). Technical engineer was Hans Ledwinka (Austria, 1878-1967, also designer and engineer), while the body was designed by engineer and car designer Erich Übelacker (Czech, 1899-1977).
Jaray was an early pioneer in streamlined airplanes and car bodies. Ledwinka invented the so called backbone chassis: a frameless central tubular chassis with swing axles and with independent suspension. He had a preference for rear-mounted air-cooled engines, which were applied in all streamlined Tatras. The revolutionary ideas of these automotive inventors resulted in one of the greatest cars ever, at least to my opinion.
The Tatra T77 was the first successfully serial produced rear-engined car according to the streamlined principles.
Note that here Tatra returned to the flat windscreen. In 1933 it was still not possible to make a one-piece curved front window. Later T77 models would get a three-piece windscreen like we also see in the later 1936 Panhard Dynamic.
Also the central position of the wheel we see back in the early Panhard Dynamic.
2969 cc 8 cylinder air-cooled V-shaped rear-engine.
1800 kg.
Production Typ T77: Late 1933-1935.
Original pre-war Austrian reg. number.
Image source: Tatra, Tradition/Progrès/Prospérité, Tatra Technical Museum, Museum brochure, Section de Publicité Tatra Kopřivnice (CZ), 1990.
Original photographer and place unknown.
Original date: prob. early 1934.
Halfweg, Febr. 13, 2023.
© 1990/2023 Tatra/Sander Toonen, Halfweg | All Rights Reserved
After the side path of the Panhard I return to the streamlined car and pick up the story again at Tatra.
In 1933 Tatra presented their compact V570 prototype. It was developed by engineer Hans Ledwinka (Austria, 1878-1967) based on the ideas about streamlined cars by Paul Jaráy (Hungary, 1889-1974).
After Tatra had decided not to continue with the V570, Tatra encouraged their engineers to continue on the streamline car path. This resulted in the revolutionary T77 which was developed during 1933.
The Tatra T77 was first presented at the Prague Car Salon in March 1934. In the same month the T77 made its German public debut on the Berlin IAMA motor show. Here this futuristic car was admired by Führer Adolf Hitler. Already in Dec. 1933 he made some sketches of an streamlined rear-engined small car affordable for the common people. In the Tatra concept he found confirmation of his ideas and ordered Ferdinand Porsche to develop such an innovative car. We all know the outcome...
The Tatra T77 was based on the ideas about aerodynamics by designer and engineer Paul Jaray (Hungary, 1889-1974). Technical engineer was Hans Ledwinka (Austria, 1878-1967, also designer and engineer), while the body was designed by engineer and car designer Erich Übelacker (Czech, 1899-1977).
Jaray was an early pioneer in streamlined airplanes and car bodies. Ledwinka invented the so called backbone chassis: a frameless central tubular chassis with swing axles and with independent suspension. He had a preference for rear-mounted air-cooled engines, which were applied in all streamlined Tatras. The revolutionary ideas of these automotive inventors resulted in one of the greatest cars ever, at least to my opinion.
The Tatra T77 was the first successfully serial produced rear-engined car according to the streamlined principles.
Note the three-piece windscreen. In 1933 it was still not possible to make a one-piece curved front window. This idea of this type of windscreen was copied in the later 1936 Panhard Dynamic.
2969 cc 8 cylinder air-cooled V-shaped rear-engine.
1800 kg.
Production Typ T77: Late 1933-1935.
Image source: Paul Schilperoord, Het ware verhaal van de Kever: hoe Hitler het ontwerp van een Joods genie confisqueerde, Veen Magazines, 2009.
Original photographer and place unknown.
Original date: prob. Nov. 1933.
Halfweg, Febr. 11, 2023.
© 2009/2023 Schilperoord/Sander Toonen, Halfweg | All Rights Reserved
Sujiatun depot in Shenyang was not only a major steam shed & workshops but it was also home to a collection of preserved engines.
Here QJ 2-10-2 151 is seen passing streamlined SL7 4-6-2 751. Built by Kawasaki Heavy Industries in 1934 for the South Manchuria Railway it was operated for the Japanese puppet state of Manchukuo. SL7s pulled the Asia Express & trains reached a top speed of 140 kilometres per hour (87 mph). A second non-streamlined SL7 - 753 - was also present.
Two other QJs are also in shot; 557 to the left and 141 behind 751.