"I was wondering why the product was so unstreamlined, so not beautiful, so poorly industrially designed, so expensive in some cases, and it just kind of opened my eyes to an ugly business category that I don't think anybody young had really taken a look at," says Udashkin.
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6220–6229 and Nos. 6235–6248) as well as four of the unstreamlined locomotives (Nos. 6249–6252). In practice, it would seem that the side sheets made it more difficult to access the water filler as well as the couplings. A second, more traditional design followed for the initial batch of five unstreamlined locomotives (Nos. 6230–6234).
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Five of these ten were specifically set aside to pull the Coronation Scot. Although a later batch of five unstreamlined locomotives was produced in 1938, most of the ensuing Coronation class were outshopped as streamliners. Eventually, from 1944 to 1949, all-new engines would be built in unstreamlined form and all the streamliners would have their casings removed. The very last of the 38 locomotives was completed in 1948. The Coronation class was probably painted in more styles of livery than any other engine class, seven in the LMS era up to 1947 and five more during the British Railways era from 1948 onwards.
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Broad Gauge Models released the S Class locomotive in brass in the early 1980s. 50 of each streamlined engine in blue were released, along with 30 unstreamlined black models. Light globes were used for headlights and, on the streamlined version, the running gear light; this latter feature has not been replicated since. Unfortunately due to an error in design, the models did not feature ashpans.
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Following a report by George Ivatt in 1945, smoke deflectors were introduced due to drifting smoke obscuring the crew's forward vision. The first locomotive to be fitted with smoke deflectors from the outset was No. 6253 City of St. Albans in September 1946. All the following four locomotives included this feature. The first unstreamlined locomotive to be retrofitted was No. 6232 Duchess of Montrose in February 1945.
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After the Second World War, when the streamlined tenders were de-streamlined, it was difficult to spot any mismatches. The most readily visible mismatches were those of locomotives Nos. 6249–6252 where pre-produced Type 'A' streamlined tenders were married to unstreamlined locomotives. An unusual feature of all Coronation Class tenders was that they were fitted with a steam-operated coal pusher to bring the coal down to the firing plate.
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There is an oval structure with two spots at the anterior center of the head shield, behind which are two eyes. The whole animal is broad and flat with a thin exoskeleton. The central region shows paired muscle scars and filamentous structures interpreted as limbs. Because the head shield, thoracic segments, and tail shield are all angular in outline and end in spines, Helmetia is unstreamlined and would likely be a slow swimmer.
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An additional requirement of the design was that they could operate as normal locomotives. This led to a second cab being incorporated into the unstreamlined 'blunt end'. Operating with the blunt end first limits the maximum speed of the locomotive to , due to the aerodynamics of the pantograph's knuckle creating excessive uplift force on the OLE. Since privatisation, the fleet has been owned by Eversholt Rail Group who lease it to the operators.
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The first locomotive was completed at the Islington Railway Workshops in 1936, with the last completed in 1938. Class leader 620 was also notable for being Australia's first streamlined locomotive, the smokebox being covered with a chromed steel grille similar to those fitted to motor cars of the period, painted in resplendent Hawthorn Green and Silver. The press of the time described 620's appearance as 'a bit of fluff'. The remainder of the class was unstreamlined.
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The last steam locomotives built for Maine Central were class D 4-6-4s numbered 701 and 702 from Baldwin Locomotive Works in 1930. The Budd Company Flying Yankee train set and unstreamlined oil-electric rail car number 901 arrived in 1935. EMD E7s numbered 705 through 711 began pulling main line passenger trains in 1946. Steam-generator-equipped road switchers pulled a declining number of branch line passenger trains from 1950 until Maine Central discontinued all passenger service in 1960.
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As the last of the 5 initial locomotives were leaving the shop in 1945, a decision was made to purchase more. This order of 25 locomotives were built at the New South Wales Government Railways' Eveleigh Railway Workshops (13 even number locomotives) and Cardiff Locomotive Workshops (12 odd numbered locomotives). These locomotives were non-streamlined to improve maintenance. The Clyde Engineering built examples were delivered in wartime grey. Following the cessation of the war, all were repainted green as were the 25 unstreamlined locomotives from new.
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A striated frogfish, with upturned mouth, very distinct spinules, and esca in the form of a white worm A frogfish in Mactan, Philippines Frogfishes have a stocky appearance, atypical of fish. Ranging from long, their plump, high-backed, unstreamlined body is scaleless and bare, often covered with bumpy, bifurcated spinules. Their short bodies have between 18 and 23 vertebrae and their mouths are upward-pointed with palatal teeth. They are often brightly coloured, white, yellow, red, green, or black or spotted in several colours to blend in with their coral surroundings.
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6233 was outshopped in July 1938 from Crewe Works and was part of the third batch of her class. These were unstreamlined, painted in LMS standard crimson lake livery and had a single chimney and no smoke deflectors and an estimated cost of £13,800 each. 6233 Duchess of Sutherland running in 2010 with LMS lined black livery. 6233 was initially allocated to Camden, London. It acquired a double chimney in March 1941 and because of drifting smoke acquired smoke deflectors in September 1945 before being painted in postwar LMS black livery in September 1946.
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3830 was built in 1949 by the New South Wales Government Railways', Eveleigh Railway Workshops as the last of thirty 38 class locomotives built to haul express trains. 3830 was the last steam locomotive built in New South Wales. The first five were built by Clyde Engineering to a streamlined design, whilst the later 25 locomotives in the class were built by Eveleigh and Cardiff Locomotive Workshops and were unstreamlined. Construction was delayed mostly due to material shortages during World War II. 3830 was the last engine completed and entered service on 27 September 1949.
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3801 was built in 1943 by Clyde Engineering as the first of 30 38 class locomotives built to haul express trains. The first five were built by Clyde Engineering to a streamlined design, whilst the 25 post-war locomotives in the class were built by the NSWGR themselves at Eveleigh and Cardiff Locomotive Workshops and were unstreamlined. The 38 class were first conceived in 1938. They suffered many delays during construction due to material shortages caused by World War II. 3801 was the first engine completed late 1942 and entered service on 22 January 1943 to little fanfare.
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Five CPR Hudsons survived. H1b class no. 2816 Empress is the sole remaining unstreamlined CPR Hudson. It was repatriated from static display at Steamtown in Scranton, Pennsylvania, to the CPR in 1998 and was restored and converted to oil-burning to haul excursions for CPR. The other remaining H1 class locomotives are all Royal Hudsons. As of 2008, three were on display in museums, No. 2839 in California, No. 2850 in Quebec and No. 2858 in Ontario, while No. 2860, the first oil-burning Royal Hudson of the class, was operational and based in British Columbia. By 2008, the CPR Hudsons were the only operational Hudsons in North America.
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On taking up office as Chief Mechanical Engineer of the London and North Eastern Railway in April 1941, Edward Thompson proposed an unstreamlined mixed traffic version of Sir Nigel Gresley’s A4 class pacifics with driving wheels, but new construction would not have been authorised at this time. He therefore rebuilt the six of his predecessor P2 Class of 2-8-2 express passenger as pacific locomotives to try out his own thoughts on their design. The P2 Class 2-8-2 had been built between 1934 and 1936 for service between Edinburgh and Aberdeen and had proved to be powerful and capable locomotives. However, the long fixed wheelbase was not ideally suited to the winding route, giving rise to maintenance problems on both the track and the locomotives, notably failure of the crank axle.
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Using a large concrete mold, a single half of the fuselage shell was laminated in sections with glue between each layer and then a rubber bladder was lowered into the mold and inflated with air to compress the lamination into shape against the inside of the mold. The two fuselage halves were then nailed and glued over a separately constructed rib framework. With the fuselage constructed in this fashion, the wing spar couldn't cut through the fuselage, so the single spar cantilever wing was mounted atop the aircraft. Only the engine and landing gear remained essentially unstreamlined, and on the production versions the undercarriage had teardrop shaped fairings covering the wheels, while only the earliest versions lacked NACA cowlings and had the engine cylinders exposed to the airstream.
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