Engineering, Building, and Architecture

Not many museums collect houses. The National Museum of American History has four, as well as two outbuildings, 11 rooms, an elevator, many building components, and some architectural elements from the White House. Drafting manuals are supplemented by many prints of buildings and other architectural subjects. The breadth of the museum's collections adds some surprising objects to these holdings, such as fans, purses, handkerchiefs, T-shirts, and other objects bearing images of buildings.

The engineering artifacts document the history of civil and mechanical engineering in the United States. So far, the Museum has declined to collect dams, skyscrapers, and bridges, but these and other important engineering achievements are preserved through blueprints, drawings, models, photographs, sketches, paintings, technical reports, and field notes.

This model was submitted to the U.S. Patent Office with the application for the patent issued to R. F. Loper, of Philadelphia, Pennsylvania, August 28, 2849, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to R. F. Loper, of Philadelphia, Pennsylvania, August 28, 2849, no. 6673.
This is a nicely made working model of a 2-cylinder vertical marine engine directly connected to a 2-throw propeller shaft, upon which is mounted a 4-blade propeller. The model is complete with boiler, feed-water pump, condenser, and condenser air pump. The peculiar feature of the invention is the manner of connecting the air pump to the engine and the method of quickly converting the engine from condensing to noncondensing operation.
The engine represented consists of a heavy bed plate shaped to fit the hull of a vessel, upon which are attached the bearing of the propeller shaft and the frame that supports the cylinders. The cylinders are double-acting are “reversed from the ordinary position of engines, the piston rod running down through the lower head and connecting by the usual connecting rod with the cranks on the shaft below.” “The valves of the engine take their motion from eccentrics on the main shaft coupled with a valve lever by proper eccentric rods. The lever is affixed to its axis by its center and is made double, so that the eccentric rod can be thrown to either end to reverse the motion or may be wholly detached.” The cur-off is worked directly from the cross head. The air pump is driven by a beam and connecting rod, which is driven by a crankpin upon a gear wheel that engages a pinion on the crankshaft. The ratio of the gears is such that the air pump performs only one stroke to two of the engine. The air pump communicates with the condenser into which the exhaust pipe opens. The escape pipe is also connected with the condenser, which, when open, allows the steam to escape without condensing.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1849
patent date
1849-08-28
inventor
Loper, R. F.
ID Number
ER.309198
accession number
89797
catalog number
309198
patent number
6,673
This model was submitted to the U.S. Patent Office with application for the patent issued to S. Lloyd Wiegand, of Philadelphia, Pennsylvania, August 6, 1867, no.
Description
This model was submitted to the U.S. Patent Office with application for the patent issued to S. Lloyd Wiegand, of Philadelphia, Pennsylvania, August 6, 1867, no. 67621.
This model is of a boiler having water tubes made up of large tubes closed at the ends with smaller tubes suspended within the large tubes to provide a circulation of steam and water upward in the smaller tubes and of the cooler water down ward in the annular spaces between the larger and smaller tubes. The inventor suggests the use of tubes of different metals to produce a galvanic action for the purpose of preventing deposits of scale within the tubes.
The boiler represented by the model consists of a series of vertical tubes suspended into the furnace from a horizontal header across the top of the boiler setting. The tubes closed at their lower ends, and within each tube is one of smaller diameter. The smaller tubes are suspended from a plate within the header. The headers connecting each row of tubes across the boiler are, in turn, connected by a longitudinal drum above them.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1867
patent date
1867-08-06
inventor
Wiegand, S. Lloyd
ID Number
MC.309209
catalog number
309209
accession number
89797
patent number
67,621
This model was submitted to the U.S. Patent Office with the application for the patent issued to Joseph W. Fowle, of Boston, Massachusetts, August 14, 1877, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to Joseph W. Fowle, of Boston, Massachusetts, August 14, 1877, no. 194037.
The model represents a 1-cylinder, vertical marine engine connected to a propeller shaft and propeller in the ordinary manner, with a float or inertia device for closing the throttle valve of the engine each time the vessel in which the engine is installed pitches sufficiently to raise the propeller out of the water.
The gear consists of a heavy weight suspended in suitable guides and stops near the keel of the ship. This weight is not rigidly fixed relative to the ship but tends to float in position as the vessel rises and falls. The change in relative positions actuates a valve lever on an auxiliary steam cylinder and piston, which, in turn, moves the main throttle valve of the engine.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1877
patent date
1877-08-14
inventor
Fowle, Joseph W.
ID Number
MC.308698
catalog number
308698
accession number
89797
patent number
194,037
This model was submitted to the U.S. Patent Office with the application for the patent issued to Jacob Frick, of Philadelphia, Pennsylvania, December 14, 1858, no. 22284. It is an improvement on the patent issued to Frick, March 18, 1856, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to Jacob Frick, of Philadelphia, Pennsylvania, December 14, 1858, no. 22284. It is an improvement on the patent issued to Frick, March 18, 1856, no. 14449.
The model represents a combination of an air chamber, a safety valve, feed-water and blow-off cocks, a feed-water failure alarm, and a water jet just for extinguishing fires, all arranged in one instrument so that all can be secured to the boiler by one attachment only, thereby avoiding the necessity of piercing and “wounding” the boiler in several places.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1858
patent date
1858-12-14
inventor
Frick, Jacob
ID Number
ER.308661
accession number
89797
catalog number
308661
patent number
22,284
This injector was submitted to the U.S. Patent Office with the application for the patent issued to Louis Schutte, of Philadelphia, Pennsylvania, February 9, 1892, no.
Description
This injector was submitted to the U.S. Patent Office with the application for the patent issued to Louis Schutte, of Philadelphia, Pennsylvania, February 9, 1892, no. 468698.
This is a double-tube injector in which water is delivered by one set of tubes, or nozzles, generally known as the lifting tubes into another set generally known as forcing tubes through which the water is forced into the boiler. The peculiar feature of this injector is a means of increasing or reducing the area of the opening of the steam nozzle of the lifting tubes, by which the quantity of water discharged by the injector is controlled without in any way interfering with the operating mechanism for starting and stopping the injector.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1892
patent date
1892-02-09
inventor
Schutte, Louis
ID Number
MC.309010
catalog number
309010
accession number
89797
patent number
468,698
This is a self-adjusting and restarting injector similar to the Schutte Injector, but it does not have the steam jet for lifting water to the injector.
Description
This is a self-adjusting and restarting injector similar to the Schutte Injector, but it does not have the steam jet for lifting water to the injector. It has the floating combining tube of the earlier injectors and the combination of two tubes in the same axial line with apertures between them, as with the Schutte Injector, which develop a vacuum in the feed pipe and make the injector automatically restarting.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1900-1927
ID Number
MC.309560
catalog number
309560
accession number
104292
This model was submitted to the U.S. Patent Office with the application for the patent issued to John G. Baker, of Philadelphia, Pennsylvania, September 10, 1878, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to John G. Baker, of Philadelphia, Pennsylvania, September 10, 1878, no. 207936.
The model represents a small vertical single-acting engine in which the connecting rod is attached to the piston by a ball-and-socket joint, and the space enclosed within the cylinder and the face of the piston is alternately opened to the exhaust and to the steam pipes by rotating the piston laterally in the cylinder. The piston is rotated by a simple bent rod, one end of which turns and slides in an opening in the connecting rod, and the other end slides and turns in a socket in the skirt of the piston. Turning the piston causes two longitudinal grooves in the piston to register periodically with exhaust and steam ports in the cylinder wall.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1878
patent date
1878-09-10
inventor
Baker, John G.
ID Number
MC.309246
catalog number
309246
accession number
89797
patent number
207,936
This model was submitted to the U.S. Patent Office with the application for the patent issued to William Sellers, of Philadelphia, Pennsylvania, July 21, 1863, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to William Sellers, of Philadelphia, Pennsylvania, July 21, 1863, no. 39313.
William Sellers, who introduced the Giffard injector into the United States in 1860, immediately invented useful improvements in its construction. This model incorporates an improvement in the packing between the steam and water chambers and effects a material reduction in the length of the whole injector.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1860
patent date
1863-07-21
inventor
Sellers, William
ID Number
MC.309367
catalog number
309367
accession number
89797
patent number
39,313
This model was submitted to the U.S. Patent Office with the application for the patent issued to Herman W. Luders, of Philadelphia, Pennsylvania, August 31, 1869, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to Herman W. Luders, of Philadelphia, Pennsylvania, August 31, 1869, no. 94226.
The model represents a boiler having inclined water tubes projecting through forward and back brick walls, which form the furnace and boiler setting. The ends of the tubes projecting from the setting front and back are joined in sets of three by short horizontal cross tubes to large, vertical, upright pillar tubes on either side of the top of the setting. A third longitudinal drum is placed between the other two drums, and all three are joined by one cross drum above them. The short horizontal tubes at the back are cast in longitudinal sections and connected by ball-and-socket joints designed to permit the free expansion and contraction of the tubes.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1869
patent date
1869-08-31
inventor
Luders, Herman W.
ID Number
MC.309211
catalog number
309211
accession number
89797
patent number
94,226
This model was filed with the application to the U.S. Patent Office for Patent Number 44,572 issued to S. Lloyd Wiegand of Philadelphia, Pennsylvania on October 4, 1864. Mr. Wiegand’s patent was for improvements in gas engines.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 44,572 issued to S. Lloyd Wiegand of Philadelphia, Pennsylvania on October 4, 1864. Mr. Wiegand’s patent was for improvements in gas engines. Claimed improvements included: protection against the buildup of carbon deposits on the piston and cylinder; more accurate and fuel-efficient speed control; and a lower cost and higher durability construction.
Mr. Wiegand’s engine was designed to use “illuminating gas” which was a coal based product used for gas lighting. Due to inefficiency in combining the gas and air, carbon deposits were left on the surfaces of the combustion chambers. This damaged the seals between the cylinders and pistons resulting in leakage and reduced power. The patent called for a fluid to be injected into the cylinders via channels near the seals. The fluid would loosen and eject the carbon through the exhaust.
To improve the speed regulation and fuel-efficiency of the engine, Mr. Wiegand varied the timing of the intake valves. A shaft governor was included in one of the engine’s two flywheels, and this was coupled to a mechanism that adjusted the angle of the cam which opened and closed the valve. If the engine exceeded its desired speed, the cam adjustment would shorten the time the intake valve was open. The reduction in the amount of fuel entering the engine soon slowed it.
A search of available literature did not reveal any practical use of the patent. Shortly after Mr. Wiegand’s patent, N. A. Otto and others patented advances in gas engine such as compressing the fuel-air mixture prior to combustion and the introduction of the four stroke engine design.
The model as shown in the image illustrates all of the key elements of the patent except for the internal details of the valves and cylinders. It is constructed of metal. Diagrams showing the complete design can be found in the patent document online (www.USPTO.gov).
Location
Currently not on view
date made
1864
patent date
1864-10-04
inventor
Weigand, S. Lloyd
maker
Wiegand, S. Lloyd
ID Number
ER.325619
accession number
249602
catalog number
325619
patent number
44,572
This model was filed with the application to the U.S. Patent Office for Patent Number 18,311 issued to S. Lloyd Wiegand of Philadelphia, Pennsylvania on September 29, 1857.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 18,311 issued to S. Lloyd Wiegand of Philadelphia, Pennsylvania on September 29, 1857. The patent was for an improved mechanism to operate the cut-off valve gear for steam engines.
Wiegand's design provided a means of adjusting the point in the power stroke of the engine’s piston at which high pressure steam being fed to the cylinder was cut off. This was desirable as power was extracted from the expansive force of the steam after the valve closed. This saved fuel by avoiding continuing use of high pressure steam. Wiegand provided a means of adjusting the point of cut-off while the engine was running. This was not new; others such as B. H. Wright and George Corliss had patented devices to do so. Both Wiegand and Wright based their designs on variable eccentrics. In a variable eccentric, the amount of eccentricity, or offset from the shaft center, can be varied by a control mechanism.
The method to accomplish this consisted of an inclined metal slide that varied the amount of eccentricity as a lever was moved causing the slide to move through a slot in the eccentric wheel. Wiegand's claim was that his design for the first time allowed such adjustments to be made regardless of whether the engine was operating in forward or reverse. In the image of the model the lever operating the steam inlet valve would rest upon the top of the eccentric which is the thin cylinder to the right center.
The patent model is constructed of brass and mounted on a hammered brass plate which is mounted on a wooden base. The brass base plate is inscribed “S. Lloyd Wiegand, Philadelphia, PA.” The control lever is shown at the left. The miniature hand crank at the right was intended to demonstrate the movement of the cut-off mechanism. Diagrams showing the complete design of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1857
patent date
1857-09-29
inventor
Wiegand, S. Lloyd
ID Number
MC.308659
catalog number
308659
accession number
89797
patent number
18,311
This model was filed with the application to the U.S. Patent Office for Patent Number 127,928 issued to William Sellers of Philadelphia, Pennsylvania on June 11, 1872. The patent was for improvements in oscillating steam engines.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 127,928 issued to William Sellers of Philadelphia, Pennsylvania on June 11, 1872. The patent was for improvements in oscillating steam engines. An oscillating steam engine differs from a standard engine in that the steam cylinder is pivoted on the engine frame and oscillates back and forth about the pivot as its connecting rod operates the crankshaft of the engine. In a standard engine, the cylinder is fixed in orientation, and the piston rod is connected to a crosshead which moves fore and aft within a set of guides. The crosshead in turn is coupled via a pin to the connecting rod which allows it to pivot independently as the crankshaft revolves. One advantage of the oscillating cylinder design is the engine occupies less space than a standard engine.
Other patents for oscillating engines with similar valve arrangements predated Mr. Sellers’ patent. He claimed the objectives of his invention were to improve the operation of the steam valve for an oscillating engine and to reduce the wear on the seals for the piston rod. In the image of the model the steam valve is the brass box on top of the cylinder. Mr. Sellers’ improvement in the valve design deals with the mechanism for controlling the timing of the steam cut-off in the valve. His improvement for the piston rod seal consists of a bearing placed in a sleeve which could be adjusted by a nut to compensate for wear of the rod. This can be seen in the rear center of the image.
Mr. Sellers was a prolific inventor, and his most notable work was in the area of standardized screw and bolt threads.
The patent model is made of brass and other metal and mounted on a wood base. It is highly detailed and illustrates all of the key details of the Sellers patent. The model was built as a working model to demonstrate the operation of the engine. A full description of the operation of the engine along with complete diagrams of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1872
patent date
1872-06-11
inventor
Sellers, William
ID Number
MC.251296
catalog number
251296
patent number
127,928
accession number
48865
This model was filed with the application to the U.S. Patent Office for Patent Number 4,289 issued to R.F. Loper of Philadelphia, Pennsylvania on November 26, 1845. The patent was for a new method for allowing a single steam engine to operate two parallel crankshafts.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 4,289 issued to R.F. Loper of Philadelphia, Pennsylvania on November 26, 1845. The patent was for a new method for allowing a single steam engine to operate two parallel crankshafts. One shaft would turn clockwise and the other would turn counterclockwise.
This was an important feature for marine engines powering a ship with twin propellers. Having twin propellers turning in the same direction would increase the tendency for the boat to veer off course due to the torque effect of the propellers. This would require the ship's rudder to compensate, thereby reducing efficiency. With counter revolving propellers, one with right-hand pitch and the other with left-hand pitch, this adverse effect is eliminated.
The patent model is constructed of brass, steel and wood. All of the key elements of the patent are illustrated by the model, and it was built such that the motion of the engine could be demonstrated. A full description of the operation of the engine along with complete diagrams of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1845
patent date
1845-11-26
inventor
Loper, R. F.
ID Number
MC.251297
catalog number
251297
patent number
4,289
accession number
48865
This paper linear slide rule was designed to assist architects and construction workers with computing the strength of steel beams.
Description
This paper linear slide rule was designed to assist architects and construction workers with computing the strength of steel beams. There are seven scales: A, safe load in pounds per square foot; B, section of beams; C, spacing of beams in feet; D, span in feet; E, total safe load in net tons; F, manner of loading; G, span in feet. Scales A-B-C-D are meant to be used together, as are scales E-B-F-G. The back of the instrument gives instructions. The instrument fits in an orange paper envelope.
The front of the instrument and the envelope are marked: The Merritt Beam Scale (/) FOR COMPUTING THE STRENGTH OF STEEL BEAMS. They also are both marked: THE JOHN HOWARD HERRICK CO. (/) BALTIMORE, MD., U.S.A. and PRICE ONE DOLLAR. The front of the instrument also is marked: Copyright (/) 1899 (/) by (/) James S. Merritt (/) M.E. and PAT. JULY 1ST, 1902. This last mark refers to a patent for a "slide-scale" taken out on that date by the mechanical engineer James S. Merritt of Philadelphia. The Merritt Beam Scale was mentioned in a textbook as late as 1921.
Although the instrument is named for Merritt, its invention is credited to Edward Wager-Smith (1872–1920), who worked for Merritt & Co. of Philadelphia from 1893 to 1910. See also his Wager Timber Scale (1987.0108.01).
References: James S. Merritt, "Slide Scale" (U.S. Patent 703,437 issued July 1, 1902); "Wager-Smith, E.," National Cyclopaedia of American Biography (New York: James T. White, 1926), xix:136–137; Ernst McCullough, Practical Structural Design (New York: U.P.C. Co., 1921), 81.
Location
Currently not on view
date made
1902-1921
maker
Wager-Smith, Edward
ID Number
1987.0108.02
accession number
1987.0108
catalog number
1987.0108.02
Edward Wager-Smith (1872–1920), a native of New Jersey, graduated from the Spring Garden Institute in Philadelphia in 1889 and in 1893 gained employment as a draftsman for Merritt & Company, a structural steel firm in Philadelphia.
Description
Edward Wager-Smith (1872–1920), a native of New Jersey, graduated from the Spring Garden Institute in Philadelphia in 1889 and in 1893 gained employment as a draftsman for Merritt & Company, a structural steel firm in Philadelphia. As he rose to the position of structural engineer by 1910, he invented the Wager Timber Scale and the Merritt Beam Scale (1987.0108.02). This rule assisted architects and construction workers with computing the strength of wooden beams. It has 11 scales: A, thickness in inches; B, depth in inches; C, spacing in feet; D, span in feet; E, fibre [sic] stress in pounds per square inch; F, load in pounds per square foot; G, type of wood; H, depth in inches; I, method of loading; J, span in feet; and K, fibre stress in pounds per square inch. Scales A-B-C-D-E-F are meant to be used together, as are scales A-B-I-J-K-L and scales G-H-I-J.
The back of the instrument gives government recommendations and regulations for safe stresses on wooden beams and a moisture classification chart by A. L. Johnson, "Economical Designing of Timber Trestle Bridges," U.S. Department of Agriculture Division of Forestry Bulletin No. 12 (Washington, D.C.: Government Printing Office, 1902), 11–12. The instrument fits in an orange paper envelope, which has instructions on its flap.
This rule was distributed by the John Howard Herrick Company of Baltimore, a dealer of hardware and building materials. A photographer by avocation, Wager-Smith also designed the Wager Exposure Scale (patented in 1901—see 1993.0386.01) for correctly timing photographic exposures and the Wager Definition Scale (copyright 1905—see 1993.0386.02 and PG*4750) for determining the longest exposure allowable to produce clearly defined images of moving objects.
The instrument is marked on the front and on the envelope: The Wager Timber Scale (/) FOR COMPUTING THE STRENGTH OF WOODEN BEAMS. It is also marked in both places: THE JOHN HOWARD HERRICK CO. (/) BALTIMORE, MD., U.S.A. It is also marked in both places: PRICE ONE DOLLAR. It is also marked on the front: PAT. JULY 1ST, 1902. This refers to a patent for a "slide-scale" resembling the Merritt Beam Scale and issued on that date to James S. Merritt of Philadelphia. The Wager Timber Scale was advertised for sale from Philadelphia by January 1905 and was mentioned in a textbook as late as 1921.
References: "Wager-Smith, E.," National Cyclopaedia of American Biography (New York: James T. White, 1926), xix:136–137; "Notes and Comment," The New Photo-Miniature 6, no. 3 (1904): 558; James S. Merritt, "Slide Scale" (U.S. Patent 703,437 issued July 1, 1902); "The Wager Timber Scale," Municipal Journal and Engineer 18, no. 1 (1905): 48; "Municipal and Technical Literature: New Publications," Municipal Engineering 29, no. 6 (1905): 448–449; Ernst McCullough, Practical Structural Design (New York: U.P.C. Co., 1921), 81.
Location
Currently not on view
date made
1902-1921
maker
Wager-Smith, Edward
ID Number
1987.0108.01
accession number
1987.0108
catalog number
1987.0108.01
This model represents one of the 2,710 Liberty ships built during World War II. The designation EC2-S-C1 was the standard designation of the dry cargo Liberty ships that were used by the United States Merchant Marine to transport nearly anything needed by the Allies.
Description
This model represents one of the 2,710 Liberty ships built during World War II. The designation EC2-S-C1 was the standard designation of the dry cargo Liberty ships that were used by the United States Merchant Marine to transport nearly anything needed by the Allies. Whether in Europe, Africa, or the Pacific, most of the essential supplies arrived on ships, including tanks, ammunition, fuel, food, toilet paper, cigarettes, and even the troops themselves. Manning these vessels was a dangerous task, as the merchant vessels faced tremendous losses from submarines, mines, destroyers, aircraft, kamikaze fighters, and the unpredictable elements of the various destinations. One in 26 merchant mariners died during the war, a higher fatality rate than that of any branch of the armed forces.
Even before the United States was officially involved in World War II, shipyards on the Atlantic, Pacific, and Gulf coasts were building Liberty ships. Drawing from lessons learned at Hog Island in the First World War, Liberty ships were standardized and designed to be built quickly and efficiently. Using new welding technology, workers pieced together prefabricated sections in assembly-line fashion. This largely replaced the labor-intensive method of riveting, while lowering the cost and speeding up production. While it took about 230 days to build one Liberty ship in the first year, the average construction time eventually dropped to 42 days, with three new ships being launched each day in 1943.
President Franklin Delano Roosevelt attended the launching of the first Liberty ship on September 27, 1941, at the Bethlehem-Fairfield Shipyard in Baltimore, Maryland. The ship was the SS Patrick Henry, named after the Revolutionary War hero whose famous “Give me Liberty or give me Death!” speech inspired the ships’ nickname. At the launching of the first “ugly duckling,” the President’s name for the stout and functional Liberty ships, he praised the shipyard workers: “With every new ship, they are striking a telling blow at the menace to our nation and the liberty of the free peoples of the world.” President Roosevelt proclaimed that these ships would help to bring a new kind of liberty to people around the world.
date made
early 1940s
launching of first Liberty Ship, SS Patrick Henry
1941-09-27
attended first launching
Roosevelt, Franklin Delano
ID Number
TR.313022
accession number
170015
catalog number
313022
This model was filed with the application to the U.S. Patent Office for Patent Number 2,759 issued to Matthias W. Baldwin on August 25, 1842. Baldwin’s invention was a design for a flexible beam truck for the driving wheels of a locomotive.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 2,759 issued to Matthias W. Baldwin on August 25, 1842. Baldwin’s invention was a design for a flexible beam truck for the driving wheels of a locomotive. The goal of the design was to increase the proportion of the engine’s total weight resting on driven wheels thus improving traction and thereby the ability of the engine to pull heavier loads. While then existing locomotives had multiple driven axles, their designs made them unsuitable for use on the tight curves that were common on American railroads at the time. Baldwin’s design allowed for multiple driving wheel axles to be coupled together in a manner that would allow each axle to move independently so as to conform to both to sharp curves and to vertical irregularities in the tracks. The “flexible beam” referred to heavy iron beams that were connected to each side of the engine’s frame with a vertical, spherical pin so that they could pivot horizontally and vertically in relation to the frame. The beams on each side of the frame moved independently of each other. At each end of the beams were journal boxes for the axles, and these boxes were constructed to an earlier Baldwin patent with cylindrical pedestals that allowed them to rotate vertically inside the beam. The result was that when rounding a curve one driving axle could move laterally in one direction while the other axle could move independently in the other direction thus adapting the wheels to the curve while at the same time keeping the axles parallel to each other. The coupling rods were made with ball-and-socket joints to allow them to adapt to the varying geometry due to lateral axle motion. While this geometry would also result in the coupling rod lengths varying as the axles moved laterally, in actual use the variation was very small – on the order of 1/32 of an inch – and was allowed for via a designed-in slackness in the bearings. The patent was applied by Baldwin to a large number of engines manufactured up until 1859 when the design was superseded by heavier and more advanced engines.
The patent model is constructed of wood and metal and is mounted on rails attached to a wooden base. A brass plate attached to the boiler is inscribed with “M.W. Baldwin Philadelphia.” The boiler is painted wood as are the cylinders and coupling rods. The engine frame is steel, and the wheel rims are made of brass. The key element of the patent, the flexible beams are present on the front two axles. The beams and leaf springs are made of wood. The vertical pins appear to be made of steel. While the axle journal boxes are shown it appears the details of the cylindrical pedestals and other moving parts are not modelled.
date made
ca 1842
ca. 1842
patent date
1842-08-25
inventor
Baldwin, Matthias W.
ID Number
TR.251274
catalog number
251274
patent number
2,759
accession number
48865
In celebration of Memorial Day on May 30, 1919, the Hog Island Shipyard in Philadelphia, Pennsylvania, launched five freighters in 48 minutes.
Description
In celebration of Memorial Day on May 30, 1919, the Hog Island Shipyard in Philadelphia, Pennsylvania, launched five freighters in 48 minutes. This bottle was smashed against the bow of the Luxpalile by Laura Andrew, wife of the ship-construction manager at Hog Island, as she christened the last ship. Secretary of the Navy Josephus Daniels spoke to 50,000 spectators before the launchings, and declared that Hog Island would become the center of American shipbuilding. “Never again will the United States be guilty of the folly of trusting its foreign commerce to foreign bottoms,” he said, referring to the country’s reliance on Allies’ vessels during World War I because its merchant fleet was so small. “We will not quit the shipbuilding industry. We will put it on a solid and firm and sound basis. We will build big ships and bigger ships . . . . The genius, statesmanship, and skill of America must be united in the development of a merchant marine,” Daniels concluded as the first ship was launched.
The shipyard at Hog Island was part of a model project during World War I to produce prefabricated ships. Before then, builders touted their abilities to construct a variety of customized vessels within a single shipyard. But the growing demand for a larger merchant fleet convinced some that yards should specialize in a few standard types. Inspired by automaker Henry Ford’s production of Eagle-class submarine chasers, a template system was developed for the construction of identical parts that would be assembled elsewhere, such as at shipyards like Hog Island.
Subcontractors prefabricated 95 percent of each “Hog Islander,” the nickname for vessels built at the shipyard, and shipped the materials to one of Hog Island’s storage sites located along 80 miles of Pennsylvania Railroad tracks. From there, the parts would be assembled by some of Hog Island’s 30,000 workers and placed on one of 50 slipways, the ramps used to construct and later launch a ship. This theoretical procedure, however, never matched the realities of the operation. Hog Island’s sheer size and dependence on numerous subcontractors likely contributed to its failure to complete even one of the 122 vessels in time to be used during the war. A postwar recession forced Hog Island to close in 1921, but builders learned from the experiment. New shipyards were only a quarter of the size of Hog Island, and many avoided substantial use of subcontractors. But the greatest consequence was the proven success of prefabricating ships. The Liberty and Victory ships, critical for Allied victories in World War II, were inspired by the standardization of Hog Island.
date made
ca. 1919
Hog Island Shipyard Freighter launching
1919-05-30
Hog Island Shipyard closed
1921
christened ship
Andrew, Laura
Secretary of the Navy
Daniels, Josephus
ID Number
TR.335562
catalog number
335562
accession number
1977.0003

Our collection database is a work in progress. We may update this record based on further research and review. Learn more about our approach to sharing our collection online.

If you would like to know how you can use content on this page, see the Smithsonian's Terms of Use. If you need to request an image for publication or other use, please visit Rights and Reproductions.