Streamliner

For the short films, see Hal Roach's Streamliners.

Preserved British steam locomotive of the former London, Midland and Scottish (LMS) Railway, Princess Coronation Class No. 6229 Duchess of Hamilton, June 6, 2009. The locomotive was built as a streamliner in 1938, and was exported to the United States (painted as Class sister No. 6220) for a 3,000 mile tour and visit to the 1939 New York World's Fair, before returning in 1942. The streamlining was removed in 1947 for ease of maintenance. She was re-streamlined in 2009 and displayed at the National Railway Museum in York.

A streamliner is a vehicle incorporating streamlining in a shape providing reduced air resistance. The term is applied to high-speed railway trainsets of the 1930s to 1950s, and to their successor "bullet trains". Less commonly, the term is applied to fully faired recumbent bicycles. As part of the Streamline Moderne trend, the term was applied to passenger cars, trucks, and other types of light-, medium-, or heavy-duty vehicles, but now vehicle streamlining is so prevalent that it is not an outstanding characteristic. In land speed racing, it is a term applied to the long, slender, custom built, high-speed vehicles with enclosed wheels.

Trains

Before World War II

Europe

DRG Class SVT 137 Flying Hamburger at Leipzig main station

Mallard, a streamlined LNER class A4 pacific, the world's fastest steam locomotive

The first high-speed streamliner in Germany was the "Schienenzeppelin", an experimental propeller driven single car, built 1930. On 21 June 1931, it set a speed record of 230.2 km/h (143.0 mph) on a run between Berlin and Hamburg. In 1932 the propeller was removed and a hydraulic system installed. The Schienenzeppelin made 180 km/h (112 mph) in 1933.

The Schienenzeppelin led to the construction of the diesel-electric DRG Class SVT 877 "Flying Hamburger". This two-car train set had 98 seats and a top speed of 160 km/h (99 mph). During regular service starting on 15 May 1933, this train ran the 286 kilometres (178 mi) between Hamburg and Berlin in 138 minutes with an average speed of 124.4 km/h (77.3 mph). The SVT 877 was the prototype for the DRG Class SVT 137, first built in 1935 for use in the FDt express train service. During test drives, the SVT 137 "Bauart Leipzig" set a world speed record of 205 km/h (127 mph) in 1936. The fastest regular service with SVT 137 was between Hannover and Hamm with an average speed of 132.2 km/h (82.1 mph). This service lasted until 22 August 1939.

In 1935 Henschel & Son, a major manufacturer of steam locomotives, was able to upgrade its various steam locomotives to a high speed Streamliner type with a maximum speeds of up to 85 km/h (53 mph) by the addition of a removable shell over the old steam locomotive. The type was used on the Frankfurt am Main to Berlin route.

In the United Kingdom, development of streamlined passenger services began in 1934, with the Great Western Railway introducing relatively low-speed streamlined railcars, and the London and North Eastern Railway introducing the "Silver Jubilee" service using streamlined A4 class steam locomotives and full length trains rather than railcars. In 1938 on a test run, the locomotive Mallard built for this service broke the record for the fastest steam locomotive, reaching 126 mph (203 km/h). The London Midland and Scottish Railway introduced streamline locomotives of the Princess Coronation Class shortly before the outbreak of war.

The Ferrovie dello Stato (Italian railways) developed the FS Class ETR 200, a three-unit electric streamliner. The development started in 1934. These trains went into service in 1937. On 6 December 1937, an ETR 200 made a top speed of 201 km/h (125 mph) between Campoleone and Cisterna on the run Rome-Naples. In 1939 the ETR 212 even made 203 km/h (126 mph). The 219-kilometre (136 mi) journeys from Bologna to Milan were made in 77 minutes, meaning an average of 171 km/h (106 mph).

In the Netherlands, Nederlandse Spoorwegen introduced the Materieel 34 (DE3), a three unit 140 km/h (87 mph) streamlined diesel-electric trainset in 1934. An electric version, Materieel 36, went into service in 1936. From 1940 the "Dieselvijf" (DE5), a 160 km/h (99 mph) top speed five unit diesel-electric trainset based on DE3, completed the Dutch streamliner fleet. During test runs, a DE5 ran 175 km/h (109 mph). That year the similar electric Materieel 40 were first built.

In Czechoslovakia in 1934, Czechoslovak State Railways ordered two motor railcars with maximum speed 130 km/h (81 mph). The order was received by Tatra company, which was producing first streamlined mass-produced automobile Tatra 77 in that time. The railcar project was led by Tatra chief designer Hans Ledwinka and received streamlined design. Both ČSD Class M 290.0 were delivered in 1936 with desired 130 km/h (81 mph) maximum speed, although during test runs one car reached 148 km/h (92 mph) mark. They were run on Czechoslovak prominent route Prague-Bratislava under Slovenská strela (Slovak for "Slovak Arrow") brand.

United States

The Santa Fe's Streamliner locomotives circa 1938

4-6-2 "President"-class steam locomotive on B&O's New York–Washington, D.C. Royal Blue in 1937

Boston and Maine's Flying Yankee, February 1938

Facing a catastrophic loss of business during the Great Depression, the Burlington and Union Pacific railroads sought to increase the efficiency of their passenger service with streamlined trains of lightweight design, using internal combustion-electric propulsion rather than steam, with high top speeds. Union Pacific's project was named the M-10000 (nicknamed Little Zip and as The City of Salina in revenue service 1934-41) and Burlington's was named the Zephyr. The prime mover for the Zephyr's propulsion was a new 900 hp Diesel motor developed by General Motors and for the M-10000 a 600 hp spark-ignition engine running on "petroleum distillate", a fuel similar to kerosene. The Budd Company, builder of the Zephyr, was a newcomer to train technology. The Pullman Company was a well-established name in the industry, but lightweight car and locomotive construction for the M-10000 were new ventures for the company. These trains were much lighter than the common engines and passenger cars of the day, as the Zephyr design was based on welded unibody construction and the M-10000 was built chiefly of the aircraft alloy Duralumin. Design of the Zephyr (later named the Pioneer Zephyr to distinguish it) started first, although the train took longer to build due to the requirement of developing electrical "shot welding" techniques for stainless steel. Both trains were star attractions at the 1933–1934 World's Fair ("A Century of Progress") in Chicago, Illinois. M-10000 was officially named the "Streamliner" for its demonstration period, the original use of the term with respect to trains.

On May 26, 1934, the Zephyr made a record-breaking "Dawn to Dusk" run from Denver, Colorado to Chicago. The train covered the distance in 13 hours, reaching a top speed of 112.5 mph (181.1 km/h) and running an average speed of 77.6 mph (124.9 km/h). The fuel for the run cost US$14.64 (at 4¢ per U.S. gallon).

A series of Zephyrs were built for Burlington by the Budd Company. For example, after the introduction of the Pioneer Zephyr, two Twin Cities Zephyrs of the same design briefly served the link between Chicago and the Twin Cities. As a public relations gimmick, the two trains first headed to Minnesota on parallel tracks while carrying twins as passengers. Within a few years, the trains were replaced with a slightly different design, and the original trains went to other routes run by Burlington. The original Zephyr stayed in service through the 1950s.

The Gulf, Mobile and Northern Railroad Rebel trains were similar to the Zephyr in construction and form, but not articulated. Designed by Otto Kuhler, diesel-electrics built by American Car and Foundry Company were placed into service July 10, 1935.

M-10000 went into service between Kansas City, Mo and Salina, Ks, in May 1935, which earned it the name City of Salina. Union Pacific commissioned six more Pullman trainsets evolved from the initial M-10000 design during 1935-36, and inaugurated high speed service between Chicago and the west coast with its City of Portland, Los Angeles, San Francisco, and Denver streamliners. The latest were powered by cab/booster locomotives with 1200 hp Winton Diesel motors. Initial service to the west coast consisted of five monthly runs for each route. Daily overnight service was maintained on the Chicago - Denver run by assigning three trains, then augmenting that stable with locomotive equipment pulled from other runs. Despite the breakthrough schedule times of these first and second generation "City" trains their service records were sub-par, with excessive downtime and short service lives. After eighteen months of service as City of San Francisco, M-10004 spent seven months in overhaul then was assigned to the Los Angeles run in July 1938. In March and June 1939, M-10004 then M-10001 were pulled from service then cannibalized to build extra booster power units for the City of Denver trains. M-10002 spent 10 months out of service starting in July 1941 then was retired for good in March 1943, its cab motor becoming a spare for the City of Denver trains. M-10000 was scrapped in 1942 and its Duralumin skin was recycled for military aircraft. The cab/booster power format pioneered with M-10002 and further developed with M-10003 - M-10006 was, however, a significant innovation that was soon used to bring Diesel power to full-sized passenger and eventually freight trains.

The Illinois Central 121 trainset was the first of the Green Diamond streamliners running between Chicago and St Louis. It was a five-unit (including power car) articulated trainset for day service. The Pullman-built trainset had the same power format and 1200 hp Winton Diesel motor as M-10001, with style aspects that resembled the later 1000x trainsets. It ran from May 1936 until it was replaced in 1947. After an overhaul it was placed on the Jackson Mississippi - New Orleans run until it was retired and scrapped in 1950.

The success of the visual styling of the new trainsets did not go unnoticed by the rest of the industry, whose existing fleets of engines and railcars suddenly looked old hat. The Pennsylvania Railroad's GG1 electric locomotives were the first locomotives other than the Diesel trainsets to be built as streamliners, in 1934. Many steam locomotives were streamlined during this time to attract passengers, although the streamlining was less effective in improving efficiency for those engines than it was in making a visual statement. The first steam streamliners evoked the front-end design of the Zephyr diesel trains. Later designs such as the Dreyfuss-designed Hudsons featured bulbous fronts evocative of fantasy spacecraft and others strove for uniqueness with some truly eccentric designs. Examples of streamliner steam locomotives include the New York Central's "Super Hudsons" as used on the Twentieth Century Limited and Empire State Express; the Milwaukee Road's purpose-built Atlantics and Hudsons used in Hiawatha service; the Pennsylvania Railroad's duplex-drive 4-4-4-4 type T1 locomotives, and two Union Pacific engines, a 4-6-2 and a 4-8-2, used on the Forty Niner and other trains. Many of the streamliners were older locomotives with added shrouding and varying degrees of mechanical improvement, pulling re-styled heavyweight cars. Nonetheless, the newly designed steam locomotives became very fast; the Milwaukee Road's class F7-powered Hiawatha was known to cruise regularly above 110 mph (177 km/h) and said to exceed 120 mph (193 km/h) on occasion. The first American steam streamliner locomotive was the New York Central's Commodore Vanderbilt., unveiled in December 1934. It was in fact a J-1 Hudson class locomotive built in 1930, with streamlined shrouding added. The Milwaukee Road class A, introduced to service in May 1935, was designed to compete with the Twin Cities Zephyr for speed, making it the first steam streamliner equipped to back up its styled claim to extra speed.

The EMC E series Diesel streamliner locomotives introduced in 1937 carried forward structural and stylistic elements of the Zephyrs and the cab/booster power format of the later M-1000x trainsets, using twin 900 hp Winton Diesel motors for each cab and booster. The earliest adopters of these more powerful Diesels were B&O, AT&SF (Santa Fe), and Union Pacific. The E series locomotives were standardized mechanically and in form, with details modified for some customer orders. For example, the E2 was a bulbous-nosed, ornamented version produced for Union Pacific in 1937 to mimic the bulbous and shiny "bulldog" nose of its latest latest M-1000x series locomotives, but otherwise the same as the locomotives produced for EMC's other customers. Standardized production was a departure from previous practice in the locomotive industry, where major design elements were customized to individual orders. EMC was thus able to capitalize on economies of scale in production and their customers benefited from standardization of parts. The carbody construction of the E-units was carried forward for passenger and freight road Diesels into the 1960s.

New Diesel streamliners such as the AT&SF Super Chief, which combined the more powerful EMC Diesels and lightweight car technology, presented a challenge that operators of steam locomotives sought to answer with real performance. State-of-the-art steam locomotives won the competition with Diesel in terms of raw power and speed, but lost in terms of flexibility, downtime, maintenance costs, and economic efficiency for most operators, particularly as the power and reliability of new Diesel units improved with the introduction of the E3 model in 1939. The course of the Diesel-steam competition was shifted by the outbreak of war, with a military premium on Diesel technology that compelled rail operators to get the most they could out of steam. Coal remained in plentiful supply while petroleum distribution was disrupted in the early days of the US war effort, keeping steam power an attractive option.

Japan

Japanese Governmental Railways class C53 No.43 streamlined locomotive

The trend of streamliners also hit Japan. In 1934, Ministry of Railways (Japanese Government Railways, JGR) decided to convert one of its 3-cylinder steam locomotives class C53 into streamlined style. The selected locomotive was No.43 of class C53. However Hideo Shima, the chief engineer of the conversion, thought streamlining had no practical effect on reducing air resistance, because Japanese trains at that time did not exceed maximum speed of 100 km/h (62 mph). Therefore, he designed the locomotive to create air flow that lifted exhaust smoke away from the locomotive. He had expected no practical effect on reducing air resistance completely, therefore he never tried to test fuel consumption or tractive force of the converted locomotive. The Japanese government planned to use this one converted streamline locomotive on the passenger express route between Osaka and Nagoya.

The converted locomotive gained much popularity from the public. So JGR decided to build 21 new streamlined versions of the class C55 locomotive^(Japanese). Also JGR built 3 streamlined class EF55 electric locomotives. Kiha-43000 diesel multiple units and Moha-52 electric multiple units also got streamlined style. South Manchuria Railway under Japanese control at that time also designed Pashina type streamlined locomotive and operated Asia Express, which had total coordinated style with Pashina locomotive.

These streamlined steam locomotives took many man hours to repair due to its casing. After the outbreak of WW2, the lack of an experienced labor force made the problems worse. Finally, the casings were removed and these locomotives were used with a miserable appearance.

Streamliners after World War II

United States

High speed steam service continued after the war ended, but became increasingly uneconomic. New York Central's Super Hudsons went out of service in 1948 as the line converted to Diesel for passenger service. The Milwaukee Road retired its high speed Hiawatha steam locomotives between 1949 and 1951. All of those iconic locomotives were scrapped. The last steam streamliner built was a Norfolk and Western 4-8-4 J1 class locomotive in 1950. It was in revenue service until 1959. In 2015, the Norfolk and Western #611 J1 class locomotive was restored as the only operating example of a steam streamliner in the United States.

After 26 years of service and traveling over 3,000,000 miles (4,800,000 km), the Pioneer Zephyr went to Chicago's Museum of Science and Industry. The remaining three M-1000x trains that made it to the postwar era went out of service in 1953 and were scrapped. The Flying Yankee, the third streamliner to enter service, is undergoing restoration to operational condition. Its design is only slightly different from the first Zephyr. The last prewar streamliner locomotives in regular service were E6 units retired in 1993. Some GG1 electric locomotives remained in service until 1983.

In 1951, the Interstate Commerce Commission, implemented regulations restricting most trains to speeds of 79 mph (127 km/h) or below unless automatic train stop, automatic train control, or cab signalling were installed. The new regulations negated one of the key advantages of rail travel over the automobile, which became an increasingly attractive alternative for shorter trips as postwar construction of highway systems progressed. Operators of Diesel streamliners marketed their services on the basis of luxurious sightseeing as airlines increasingly competed with rail lines for long distance travel. Unlike air and automotive infrastructure, which were government subsidized in the form of gasoline and airport development tax funds, rail infrastructure was entirely supported by operating revenues. Government regulations forced railroads to continue to operate passenger-carrying rail service, even on long routes where, the railroads argued, it was almost impossible to make a profit. By the late 1960s, most operators were seeking to get out of passenger service altogether.

Since 1971, the majority of passenger rail systems in the United States have been operated by Amtrak. The lightweight, aerodynamic carbody construction pioneered with the Zephyr has been reintroduced with Amtrak's GE Genesis Diesel locomotives in their quest for greater fuel efficiency. Faster Acela Express trains have been introduced in the Boston to Washington, D.C. Northeast Corridor. Many areas around the United States have been considering construction of new high-speed lines, but rail travel is much less common in the United States than in Europe or Japan. In 2008, California voters approved bonds to initiate construction of high speed rail lines serving the Central Valley, the Bay Area, and southern California. Construction of the first segment, between Bakersfield and Merced, began in 2015.

Europe

Class 601 ex TEE 1986 Munich Südring

In Europe the streamliner tradition gained new life after World War II. In Germany, the DRG Class SVT 137 were used again, but at lower speed. Based on the Kruckenberg SVT 137 the DB Class VT 11.5 (later renamed to DB Class 601) was used as "Trans Europ Express (TEE)" for international high speed trains. In East Germany the DR Class VT 18.16 was built for international express service also. From 1965, DB used more and more streamlined electric locomotives DB Class 103 with regular trains for high speed service, but from 1973 DB used with the DB Class ET 403 (nickname "Donald Duck") a real streamliner again. The ET 403 was a four-unit electric train with tilting technology. Since 1991 the ICE Service with ICE 1 (Class 401) is used for high speed service. However, it needed 60 years to break the record speed of the first "Flying Hamburger" from 1933 on the run Hamburg-Berlin.

The Swiss SBB and the Dutch NS developed the RAm TEE (Dutch: DE) for the routes Zurich-Amsterdam and Amsterdam-Brussels-Paris. These trains were sold in 1977 to the Canadian Ontario Northland Railway (ONR) and served on the line Toronto–Moosonee as the Northlander. From 1961, SBB used the SBB RAe TEE II, a four system electric streamlined trainset for the TEE service.

Italy used pre-war trains and FS developed new trains such as the FS Class ETR 300 ("Settebello", FS Class ETR 401, ETR 450 (Pendolino) and ETR 500.

In the United Kingdom streamline services ended on the outbreak of WWII. During the war the LNER and LMS streamlined locomotives had part of their streamlining removed to aid maintenance. By the late 1940s and early 1950s the state of the railways was improving as track conditions caused by war damage and delayed maintenance work were repaired for more mainline track for high speed running.

The first experiments with diesel streamliner services in the United Kingdom were the Blue Pullman trains introduced in 1960 and withdrawn in 1973. These provided 90 mph (140 km/h) luxury business services, but were marginally successful and ran little faster than mainstream services. The Blue Pullman was followed by research into streamlined trains and tilting trains which led to the iconic Intercity 125 (Class 43) offering 125 mph (201 km/h) train services across the United Kingdom.

Japan

Odakyu designed series 3000 using wind tunnel

Odakyu 3000 affected design of the first Shinkansen 0 series

After WW2, Japanese railroads favored multiple unit type trains, even on its mainlines. In 1949, Japanese National Railways (JNR) released Series 80 EMUs which were used for long distance trains for the first time as multiple unit trains. The lead coaches of Series 80 EMUs built after 1950 incorporated a streamlined design. In 1957, Odakyu Electric Railway released 3000 series EMUs. The exterior design was developed using a wind tunnel intended for aircraft. Odakyu 3000 marked the world speed record at the time (145 km/h) for a narrow gauge train. Multiple Unit trains were now proven suitable for long distance trains by the JNR Series 80 and for high speed trains by the Odakyu 3000. These experiences led to the development of the first shinkansen, the 0 Series. 0 series were strongly influenced by the Odakyu 3000, and also developed using a wind tunnel. The lead coaches of the 0 series were developed using a Douglas DC-8 for a reference. At a speed of 200 km/h, the aerodynamic style of the 0 series had a substantial effect on reducing air resistance.

High speed train services today

Worldwide many, if not most, high speed passenger trains are now streamlined, and speeds continue to rise as high-speed rail services become the normal long distance rail service.

Specific trainsets

Main article: List of streamlined trainsets

Streetcars and high-speed interurbans

Early versions of the PCC streetcars were referred to as Streamliners' in North America.

A high-speed streamlined interurban, "Bullet" No. 206 (from 1931) on display at Steamtown in Scranton, PA. Remark the similarity to the later Fliegender Hamburger, the German high-speed train from 1933. (Author Peter Van den Bossche)

However, aerodynamic research appeared much earlier on the interurban scene, i.e. among the forerunners of the recent light rail. In 1905, the Electric Railway Test Commission started a series of test runs to develop a carbody design that would reduce wind resistance at high speeds. Vestibule sections of different shapes were suspended independent of the carbody, with a dynamometer to measure the resistance of each. Over 200 test runs were made at speeds up to 70 mph (c. 112 km/h) with parabolic, wedge, standard, and flat vestibule ends. The test results indicated that a parabolic-shaped front end reduced wind resistance at high speeds below that of the conventional rounded profile. However, with that time's heavy railcars and moderate speeds, no significant operating economies were realized. Streamlining was discarded for another quarter century. From the 1920s, however, stronger alloys, lightweight metals, and better design were all used to reduce carbody weight – which in turn permitted the use of smaller bogies and motors with corresponding economies in power consumption. In 1922, the G. C. Kuhlman Car Company built ten lightweight cars for the Western Ohio Railway. After an elaborate wind tunnel investigation – the first in the railway industry – J. G. Brill Company in 1931 made their first Bullet railcars, capable to speeds above 90 mph (145 km/h). With 52 seats, they weighed only 26 tons though some of theme were almost 60 years in use.

Automobiles

See also: Automobile drag coefficient

1913 A.L.F.A 40/60 HP prototype (Alfa Romeo)

1936 Toyota AA inspired by the Chrysler Airflow

1934 Chrysler Airflow

Many engineers tried to incorporate aerodynamics into the shape of cars in the 1920s, and some entered production. The first such automobile (a prototype) to have a tear-drop shape and have the wheels within the body was the Persu automobile (1922), with a drag coefficient of 0.22, built by Romanian engineer Aurel Persu.

Production vehicles

• Chrysler Airflow
• GM Futurliner
• IHC Metro
• Lincoln-Zephyr
• Pontiac Streamliner
• Saab 92
• Tatra T77
• Toyota AA
• VW Beetle

Land speed racing

Electric

• Buckeye Bullet
• White Lightning

Internal combustion

• Goldenrod
• JCB Dieselmax

Jet and rocket

• Blue Flame
• Thrust SSC

Bicycles

Bicycle fairings help to streamline the vehicle and rider. Velomobiles, completely enclosed bicycles or tricycles, take streamlining even further. It is streamliner bicycles that have set many HPV land records.

Buses

Many buses adopted a stylish streamline look in the 1930s with tests showing that streamlined design reduced fuel costs.

Motorcycles

See also: Category:Streamliner motorcycles

Outright motorcycle land-speed record-breaking streamliners:

• Ack Attack
• Big Red
• BUB Seven streamliner
• Gyronaut X-1
• Lightning Bolt
• NSU Delphin I and Delphin III
• Silver Bird

Ships

Ferry Kalakala

Streamlining was applied to the art deco style auto/passenger ferry Kalakala in the 1930s. The Kalakala operated until 1967 and was scrapped early in 2015.

Trailers

Airstream trailer

Camping (caravan) trailer manufacturers used streamlining to make trailers easier to tow. Current and past manufactures include Airstream, Avalon, Avion, Boles Aero, Bonair Oxygen, Curtis Wright, Silver Streak, Spartan, Streamline, and Vagabond.

Sterling Streamliner diners

Inspired by the streamlined trains, and especially the Burlington Zephyr, Roland Stickney designed a diner in the shape of a streamlined train called the Sterling Streamliner in 1939. Built by J.B. Judkins, a firm that also made custom car bodies, the Sterling and other diner production ceased in 1942 at the beginning on American involvement in World War II.

Two Sterling Streamliners remain in operation: the Salem Diner at its original location in Salem, Massachusetts and the Modern Diner in Pawtucket, Rhode Island. Another Sterling Streamliner lies abandoned on Hix Bridge Road in Westport, Massachusetts.

References

• Streamliners: America's Lost Trains — The American Experience

External links

• Middleton, William D. 1961, Fourth printing 1968: The interurban era, Kalmbach Publishing Co;

http://www.archive.org/stream/interurbanera00midd/interurbanera00midd_djvu.txt

• All Aboard the Silver Streak: Pioneer Zephyr exhibit at the Chicago Museum of Science and Industry.
• Archived 2001-06-14 at the Wayback Machine The Wilson Quarterly (on the Internet Archive)
• Streamlined Transportation in the Art Deco Era — Streamlining in the Cars, Trains and Planes of the 1930s.
• Streamlined Locomotives of the Swing Era
• "Driver's Cab is Placed at Front of Streamlined Engine" Popular Mechanics, October 1934 bottom page 560