Transportation

1955 Ford Country Squire

Americans have always been a people on the move—on rails, roads, and waterways (for travel through the air, visit the National Air and Space Museum). In the transportation collections, railroad objects range from tools, tracks, and many train models to the massive 1401, a 280-ton locomotive built in 1926. Road vehicles include coaches, buggies, wagons, trucks, motorcycles, bicycles, and automobiles—from the days before the Model T to modern race cars. The accessories of travel are part of the collections, too, from streetlights, gas pumps, and traffic signals to goggles and overcoats.

In the maritime collections, more than 7,000 design plans and scores of ship models show the evolution of sailing ships and other vessels. Other items range from scrimshaw, photographs, and marine paintings to life jackets from the Titanic.

Date: 1880s

Plate 10. Ruins at Manassas Junction

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Barnard & Gibson, text and positive by Alexander Gardner.
Manassas, the junction of the Orange and Alexandria and Manassas Gap Railroads, twenty-seven miles from Alexandria, strikes the attention of the visitor at once by its remarkable strength as a military position. High table land, flanked by dense woods, and bounded on all sides by deep, treacherous streams, or precipitous bluffs, no better place could have been selected by the Confederates for a permanent camp from which to harrass an enemy or repel attack, To this point the Southern levies were hastened immediately after the fall of Sumter, and the village of half a dozen houses soon became the centre of a vast came, which, though nearly overwhelmed by the attack of July 21, 1861, remained increasing in strength until March, 1862, when the movements of General McClellan compelled its abandonment. The scene of devastation after the evacuation was terrible.
Of the pleasant village only tottering chimneys were left, surrounded by blackened ruins, and the debris of half-burned cars and storehouses. The forts were dismantled, broken wagons were strewn over the fields, and quartermaster and commissary stores smoked in all directions, presenting one wide area of desolation, but a small portion of which can be represented in a single photograph.
Such material as had not been wholly destroyed by the fire was speedily removed by the Government. Federal camps were established, and with the return of spring much of that which disfigured the landscape utterly disappeared. The view of the adjacent country from this point is very fine, and the historic fields of Bull Run, Gainesville, and Groveton, within a few minutes drive, will forever attract the tourist to this spot.
Location
Currently not on view
date made
1862-03
maker
Gardner, Alexander
ID Number
1986.0711.0334.10
accession number
1986.0711
catalog number
1986.0711.0334.10

Plate 97. Appomattox Station, Virginia

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H. O'Sullivan, text and positive by Alexander Gardner.
This station is on the railroad between Petersburg and Lynchburg; distant from the former place ninety-six miles, and from Appomattox Court-House, three miles. The place in itself is very insignificant, but received some notoriety from the fact that the last train conveying provisions to General Lee's army, during his retreat, was captured there by the United States forces. The train had arrived very early in the morning, (April 8, 1865,) and the supplies were being transferred to wagons and ambulances, by a detail of about four thousand men, many of them unarmed, when suddenly our cavalry charged upon them, having reached the spot by a by-road leading from the Red House. The rebel officers made strenuous efforts to force their men to resist the attack, but, after a few shots, they fled in confusion, and scattered through the adjoining woods. This was the last effort made by Lee to obtain food for his half-famished army, and with its failure, he evidently gave up all hope. Without halting a moment, the cavalry pushed on, driving the enemy (who had reached the depot about the same hour) in the direction of Appomattox Court-House, capturing many prisoners, twenty-five pieces of artillery, a hospital train, and a large park of wagons.
Location
Currently not on view
date made
1865-04
maker
Gardner, Alexander
ID Number
1986.0711.0283.47
accession number
1986.0711
catalog number
1986.0711.0283.47

Plate 58. Pontoon Boat

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H. O'Sullivan, text and positive by Alexander Gardner.Here is shown one of the pontoon boats used by the Army of the Potomac in the construction of bridges.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H. O'Sullivan, text and positive by Alexander Gardner.
Here is shown one of the pontoon boats used by the Army of the Potomac in the construction of bridges. Each boat was drawn by six mules, and was accompanied by a wagon, carrying plank, ropes, and anchors. In building a pontoon bridge, the boats would be slid off from the wagons into the water, and rowed out into the stream, where they were made stationary by means of ropes and anchors attached to the bows. Timbers were then laid from boat to boat, and the plank laid down, the whole being firmly lashed together with ropes. In crossing a stream when closely pursued by the enemy, the anchors could be taken up, and one end of the bridge detached from the shore, thus allowing it to swing round with the current, against the bank, where it could be taken up at leisure. When used as a permanent crossing, a box containing a lantern was placed at each end of the bridge at night, for the purpose of signaling the approach of teams. Before any one was allowed to cross the bridge after dark, the sentry would open and close the door of the box three times, as a signal to the sentry on the opposite side that the bridge was about to be occupied, thus preventing the meeting of wagons on the narrow structure. The different armies used a great variety of pontoons during the war. Some had corrugated iron boats, others, frames covered with thick canvas, and on a few occasions inflated gutta percha floats were used. The latter, however, were liable to become unserviceable from perforation in transporting them, or from the bullets of the enemy, and the wooden boat finally came into general use.
Location
Currently not on view
date made
1864-02
maker
Gardner, Alexander
ID Number
1986.0711.0283.08
accession number
1986.0711
catalog number
1986.0711.0283.08

Plate 64. Wagon Park

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H. O'Sullivan, text and positive by Alexander Gardner.
This wagon park represents the transportation of all that portion of the Quartermaster's Department, which included the various field repair shops, carpenters, saddlers, harness-makers, blacksmiths, wheelwrights, wagon builders, and the like, belonging to the Army of the Potomac. When in full operation it was a very extensive establishment, and one of much importance to the army. Thousands of mules and horses were here shod every month, and almost an equal number of disabled wagons, ambulances, &c., repaired, the rough usage to which the trains were subjected breaking down even the strongest-built army wagons. In addition to the repairs done here, there were made tables, seats, and desks, for office furniture, required by the various departments in camp. Indeed, it would be difficult to say what the Quartermaster might not have to construct or mend at a moment's notice. Sometimes Col. Pierce, the officer in charge, would find a whole division of cavalry upon his hands, in the most unexpected manner; just in from a raid or a fight, their own proper depot out of reach, and all in want of shoes to their horses and repairs to their equipments. Then there were lively times at the repair shops; harness-sewers working to distraction, and blacksmiths punishing their anvils day and night, while the cry was "still they come." At other times, while the summer campaigns were in progress, there would be little to do but keep the mules harnessed for a start, and lounge upon the ground, or around the sutler's wagon.
This train numbered about two hundred and forty wagons – no trifling command to move with precision and safety over a country almost destitute of paved roads; but when compared with the entire transportation of the army, it was a small matter. For the carriage of ordnance, commissary and quartermaster stores, the baggage of the troops, and for transporting the sick and wounded, nearly six thousand wagons and ambulances had to be put in motion, requiring at least sixty miles of road to string out upon. Moving upon dirt roads, generally cut up by the wheels of over three hundred guns, the same number of caissons, the accompanying forges and battery wagons, and a pontoon train or two – the labor required by the draught animals was excessive. As for the swearing done by the teamsters, no words can describe its amount, nor can any memory do justice to its variety and originality. But for these immense trains, and their cumbrous movements, many a battle would have remained unfought, an engagement sometimes being absolutely necessary for their preservation. One of these was the battle of Bristow Station, where the rebel army made a flank attack upon the Second Corps, hoping, by a vigorous assault, to drive our men, and cripple the army by destroying its train, moving under cover of the column of infantry.
When collected in one encampment, the sight of the vast parks of wagons was very imposing. On one occasion, two days before the battle of Bristow, almost the entire transportation of the army was accumulated in the vicinity of Bealton, covering the fields in all directions as far as the eye could reach with white covers, all stamped, with the badge of their respective corps, division and brigade.
Location
Currently not on view
date made
1863-05
maker
Gardner, Alexander
ID Number
1986.0711.0283.14
accession number
1986.0711
catalog number
1986.0711.0283.14

Plate 98. High Bridge, across the Appomattox

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Timothy H. O'Sullivan, text and positive by Alexander Gardner.
The South Side Railway, between Petersburg and Lynchburg, crosses the Appomattox river and its broad valley, by what is now well known as High Bridge. With one exception, it is the highest structure of the kind on this continent, being one hundred and twenty-eight feet above the level of the river, and two thousand four hundred feet in length.
On the morning of the 7th of April, 1865, the Second Corps of the Army of the Potomac, in pursuit of the enemy, came up with them at this point. The Confederates endeavored not only to burn the railroad bridge, but also the common road bridge, which crosses the river a short distance below. The latter was fortunately saved, and but three spans of the former were burned. The picture shows that this damage has since been repaired by the substitution of, a trestle bridge along the sections destroyed. Owing to the great height of the piers, and the haste with which the bridge was repaired, it is now rather insecure, rendering it necessary for the trains to pass over at a very slow rate of speed. At high water the river covered the whole of the flats, and extended above the stone base of the piers.
Location
Currently not on view
maker
Gardner, Alexander
ID Number
1986.0711.0283.48
accession number
1986.0711
catalog number
1986.0711.0283.48

Plate 92. View on Canal, Near Haxall & Crenshaw's Mill, Richmond

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Alexander Gardner, text and positive by Alexander Gardner.The principal object in this picture is the ruin of what was once one of the finest flour mills of the country.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Alexander Gardner, text and positive by Alexander Gardner.
The principal object in this picture is the ruin of what was once one of the finest flour mills of the country. Haxall's Mill had a floor surface of eight acres, and a water-power that never failed. The great preservative qualities of the flour made here procured for it an extended reputation, and rendered it very desirable in the navy, as on shipboard it would keep a couple of years unchanged. On this account large quantities were purchased for the British navy. During the war the mill was kept busy by the rebel government, supplying the wants of the army, and when Richmond was evacuated, fell a prey to the fire, which, in its progress, burned over thirty squares of the business part of the city, consuming many of the public buildings. Crenshaw's Mill on the left of the canal, escaped the torch of the incendiary, and owing to a favorable wind was preserved, as were also the wooden shops on the right.
The canal was of much value in bringing supplies to the Confederate capital, thus relieving the overworked railroads. From its position it was very difficult to permanently injure it. Wyndham reached it during Stoneman's raid in 1863, but for want of powder to blowup the aqueduct, did only temporary damage. Sheridan in the spring of 1864, again destroyed a portion of it, which was not repaired until after the surrender of Lee.
Location
Currently not on view
date made
1865-04
maker
Gardner, Alexander
ID Number
1986.0711.0283.42
accession number
1986.0711
catalog number
1986.0711.0283.42

New Rapid Bicycle, 1889

St. George's Engineering Company of Birmingham, England manufactured this New Rapid safety bicycle in 1889. The cycle has an improved cross frame with crank-bracket stay and a small footrest on the front wheel for coasting.
Description
St. George's Engineering Company of Birmingham, England manufactured this New Rapid safety bicycle in 1889. The cycle has an improved cross frame with crank-bracket stay and a small footrest on the front wheel for coasting. A small leather tool bag hangs from the steering-head stay. Attached to a bracket on the front of the steering head is an oil lamp marked "Zacharias & Smith, Bicycle Sundries, Newark, N. J." The cycle is emblematic of the type produced in Britain during the 1880s.
Location
Currently not on view
date made
1889
ID Number
TR.201660.1
catalog number
201660
accession number
35291

Child's High Wheel Bicycle, 1885

Elbert C. Wood used this ordinary (high-wheeler) bicycle as a child in 1885. The ordinary has a 32-inch front wheel and a 12-inch rear wheel. The bicycle is made of iron with wooden grips and a learther-covered iron saddle.Currently not on view
Description
Elbert C. Wood used this ordinary (high-wheeler) bicycle as a child in 1885. The ordinary has a 32-inch front wheel and a 12-inch rear wheel. The bicycle is made of iron with wooden grips and a learther-covered iron saddle.
Location
Currently not on view
date made
1885
ID Number
TR.317075
catalog number
317075
accession number
229882

Ordinary Racing Bicycle, 1887

Dan Rudge & Co., of Coventry, England manufactured this Ordinary racing bicycle around 1887. This racing model was undoubtedly sold by their U.S. agents, Stoddard, Lovering & Co., of Boston, Massachusetts. The bicycle was originally owned by Godfrey A. S.
Description
Dan Rudge & Co., of Coventry, England manufactured this Ordinary racing bicycle around 1887. This racing model was undoubtedly sold by their U.S. agents, Stoddard, Lovering & Co., of Boston, Massachusetts. The bicycle was originally owned by Godfrey A. S. Wieners who used it in racing events held by the Manhattan Athletic Club.
Location
Currently not on view
date made
ca 1887
maker
Rudge, Daniel
ID Number
TR.318212
catalog number
318212
accession number
232558

Plate 9. Ruins at Manassas

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Barnard & Gibson, text and positive by Alexander Gardner.Early in March, 1862, the rebel army, under Gen.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Barnard & Gibson, text and positive by Alexander Gardner.
Early in March, 1862, the rebel army, under Gen. Johnson, evacuated Centreville and Manassas, (their Northern line,) and commenced a retreat towards Richmond. It was orderly and well conducted for several days, but as the last trains were leaving, some of the soldiers fired a bridge south of the junction, supposing that all the trains had gone. Two, however, had not left, and these were at once fired, together with the surrounding buildings, used by the Railroad Company for depot, machine and repair shops, &c. Everything was destroyed, except half a dozen cars, which contained flour and some camp equipage of a South Carolina Brigade, and which for some reason escaped the conflagration. The old wooden turn-table was uninjured, and is a fair sample of the old fashioned equipage of the Orange and Alexandria Road, at that period. A few mud huts, and about fifty broken down wagons, and the usual debris of a winter's camp, were the sole remnants of the rebel army, which, like the Arabs, had folded its tents, and silently stolen away. Manassas Junction was but a level plain, as seen by the photograph, and with neither natural or artificial works of any strength, the fortifications at that time consisting only of rude mud banks.
Location
Currently not on view
date made
1862-03
maker
Gardner, Alexander
ID Number
1986.0711.0334.09
accession number
1986.0711
catalog number
1986.0711.0334.09

medal

Currently not on view
Location
Currently not on view
Date made
1880
ID Number
NU.68.21.837
catalog number
68.21.55
276536
68.21.837

Half Hull Model of Clipper Ship Young America

This is the original builder’s half hull model of the famous ship Young America, constructed by the renowned shipbuilder William Webb in 1852/53 at his New York shipyard.
Description
This is the original builder’s half hull model of the famous ship Young America, constructed by the renowned shipbuilder William Webb in 1852/53 at his New York shipyard. Measuring 243 feet long on deck and 1,961 tons, the Young America was an extreme clipper, characterized by a sharp bow and long, narrow hull. Constructed lightly for speed and commonly sailing the harsh waters of Cape Horn off the southern tip of South America with crews of up to 100 men, clippers often lasted only about ten years before being sold to foreign owners.
Costing $140,000 to build, the Young America set a number of speed records. It sailed from New York to San Francisco 20 times, averaging 118 days per trip. Its reputation for strength and speed earned high freight rates—its maiden voyage from New York to San Francisco earned $86,400. The clipper traded mainly between Liverpool, New York and San Francisco, but also sailed to China, Hawaii, Australia, New Zealand, Belgium, the Philippines, Mauritius and other countries. After a very long and profitable 30-year career, the Young America was sold to Austrian owners in 1883 and renamed the Miroslav. In February 1886, the ship cleared Delaware for a trading voyage and was never seen again.
Half hull models were the first step in the construction of a ship. They were carved out of horizontal strips of wood known as lifts, and only one side was needed since ships are symmetrical. After a model was approved, its lines were taken (measured) and it was disassembled. Then the lines were lofted, or drawn at full scale on the floor. The actual ship’s frames were cut to fit the lines on the floor and then set in place along the keel during the construction process. Sometimes the models were discarded or even burned as firewood after use, but many original examples are preserved today.
Date made
1853
sold and renamed
1883
ship disappeared after setting sail from Delaware
1886
maker
Webb, William H.
ID Number
TR.160135
catalog number
160135
accession number
15059

5 Cent Panamanian Transportation Token

The Scovill Manufacturing Company of Waterbury, Connecticut produced this token around 1880. Scovill was established in 1802 as a button manufacturer that is still in business today.
Description (Brief)
The Scovill Manufacturing Company of Waterbury, Connecticut produced this token around 1880. Scovill was established in 1802 as a button manufacturer that is still in business today. Scovill is an important example of early American industrial manufacturing that adapted armory machines to mass-produce a variety of consumer goods including buttons, daguerreotype mats, medals, and coins.
Obverse: The legend reads: VALE AL PORTADOR/5 COLON/J. SUCRE
Reverse: The legend reads: VALE AL PORTADOR/5 COLON/J. SUCRE
Location
Currently not on view
date made
ca 1880
maker
Scovill Manufacturing Company
ID Number
1981.0296.1671
catalog number
1981.0296.1671
accession number
1981.0296

medal

Currently not on view
Location
Currently not on view
Date made
1880
ID Number
NU.68.21.55
catalog number
68.21.55
accession number
276536

Beeston-Humber Racing Bicycle, 1886

Humber and Co., Ltd. of Beeston, Nottingham, England built this lightweight racing bicycle in 1886. It was completely restored to new condition by its donor before being presented to the museum.
Description
Humber and Co., Ltd. of Beeston, Nottingham, England built this lightweight racing bicycle in 1886. It was completely restored to new condition by its donor before being presented to the museum. Weighing only 24 pounds, this make of ordinary was ridden by many world's champions in the 1880s.
This Humber closely resembles the Columbia Light Roadster of 1886 in general shape. The diameter of the front wheel, with its solid rubber tire, is 52 inches, and that of the rear wheel, 18 inches. The wheels are fitted, respectively, with 60 and 20 radial wire spokes. Adjustable cranks, providing from 4 to 5 1/2 inches of throw, are attached to the front axle. The pedals are not rubber covered. The leather saddle is secured directly to the perch without the benefit of springs, and there is no step and no brake, all of which aided in keeping the weight to a minimum. The curved handlebars are fitted with smooth, white grips.
Location
Currently not on view
date made
1886
maker
Humber and Co., Ltd.
ID Number
TR.310818
catalog number
310818
accession number
128831

Demonstration Model, Life Raft, 1881

This model represents an 1881 life raft by Frederick S. Allen of Cuttyhunk Island, Massachusetts Made with only a few parts, the raft was easy to use and collapse for storage. It was made of three barrels attached with wood strips in a triangular shape on the top and bottom.
Description
This model represents an 1881 life raft by Frederick S. Allen of Cuttyhunk Island, Massachusetts Made with only a few parts, the raft was easy to use and collapse for storage. It was made of three barrels attached with wood strips in a triangular shape on the top and bottom. In the center there was rope webbing, with three oars included. Although tested, the raft was never used.
Location
Currently not on view
date made
ca 1881
patent date
1881-04-24
ID Number
TR.160184
accession number
12246
patent number
240,634
catalog number
160184

Velocipede Patent Model

Charles Hammelmann, of Buffalo, New York, was issued Patent 225,010 for a velocipede on March 2, 1880. Hammelmann submitted this model to the Patent office with his patent application.
Description
Charles Hammelmann, of Buffalo, New York, was issued Patent 225,010 for a velocipede on March 2, 1880. Hammelmann submitted this model to the Patent office with his patent application. The model depicts a tricycle propelled by two foot-operated, spring-returned levers that rock sector-racks meshed with ratchet gears on the front-wheel axle. The model was transferred to the Smithsonian in 1926. It is not known whether a full-scale version of this tricycle was ever manufactured.
Location
Currently not on view
date made
1800
patent date
1880-03-02
inventor
Hammelmann, Charles
ID Number
TR.309258
catalog number
309258
accession number
89797
patent number
225,010

medal

Currently not on view
Location
Currently not on view
Date made
1883
ID Number
NU.69.127.856
catalog number
69.127.856
accession number
286471

Rigged Model, Sidewheel Cotton Packet J.M. White

The Mississippi River sidewheel steamboat J.M. White was built at Jeffersonville, Ind., in 1878 for the Greenville and New Orleans Packet Company. Measuring 321’ long and 91’ in beam across the paddlebox guards, the White only sat 10’-6” deep in the water when fully laden.
Description
The Mississippi River sidewheel steamboat J.M. White was built at Jeffersonville, Ind., in 1878 for the Greenville and New Orleans Packet Company. Measuring 321’ long and 91’ in beam across the paddlebox guards, the White only sat 10’-6” deep in the water when fully laden. The steamboat was designed for Mississippi River packet service between New Orleans, La., and Greenville, Miss.
The White was one of the largest, most expensive, luxurious, and most powerful river steamers ever built, with 2,800 horsepower and a capacity of 250 first-class passengers and 10,000 bales of cotton. Named after famous riverboat captain J. M. White (1823–1880), the “supreme triumph in cotton boat architecture” was a masterpiece of the gaudy, glamorous style known as “steamboat Gothic.” It had multiple bridal chambers; stained glass skylights and windows; rare wood veneers and gilded finishes; seven gilded “Egyptian-style” chandeliers; a sterling silver Tiffany water cooler in the 250’-long main cabin; monogrammed flatware and china; and a full concert grand piano.
The White spent most of its eight-year career in service on the Mississippi River between New Orleans and Vicksburg, Miss. Despite its economy of size, the White’s high initial $220,000 cost, a spotty economy, and the rapidly expanding railroad network made the steamboat unprofitable. It caught fire, blew up, and burned to the waterline at a Louisiana landing in December 1886, killing several aboard.
Date made
1974
built
1878
used date
late 19th century
ID Number
TR.334847
catalog number
334847
accession number
315419

Souvenir of the Opening of the East River Bridge, May 24, 1883

By the late 19th century, the United States had established itself as a world leader in the area of civil engineering.
Description
By the late 19th century, the United States had established itself as a world leader in the area of civil engineering. Perhaps no project better symbolized America's technical prowess than the awe-inspiring Brooklyn Bridge, which connected the nation's largest and third largest cities—New York and Brooklyn, respectively—in 1883 across the turbulent tidal strait known as the East River. The main 1,600-foot (490-meter) span of this towering suspension bridge exceeded the world's longest span by fifty percent.
The bridge's opening prompted a huge celebration. This white metal medallion was struck to commemorate that occasion. Its obverse proudly proclaims the motto, "Two Cities As One," while the legend on its reverse reads: "Souvenir of the Opening of the East River Bridge, May 24th 1883."
Location
Currently not on view
Date made
1883
associated date
1883-05-24
ID Number
1981.0079.01
accession number
1981.0079
catalog number
1981.0079.01

Railroad Track Signal

Railroad track signals are part of the control and management infrastructure of train movement. The railroad signal communicates to the operator of the train how to proceed to ensure safe movement. Early fixed signals involved hand signals, flags, and ball signals.
Description
Railroad track signals are part of the control and management infrastructure of train movement. The railroad signal communicates to the operator of the train how to proceed to ensure safe movement. Early fixed signals involved hand signals, flags, and ball signals. With the spread of telegraph lines in the 1850s, train orders could be transmitted quickly from one stop to another. They were followed by automatic systems that developed with the introduction of electricity.
This early type of banner signal, also known as an automatic block signal, was one of the first automatic signals to be used in the United States. It was manufactured by the Union Switch and Signal Company about 1880. The signal operated by a clockworks driven by a 100 lb. weight. The clockworks were set in motion by an electromagnet that was triggered by trains passing over a track-mounted switch.
The signal consists of a box containing a clockwork mechanism. The roof of the box is a vertical spindle upon which are mounted two metal vanes, one painted green with a white striped border, and the other painted red. The box was mounted on a tall hollow iron pole in which the weight that operated the clockwork was suspended. This signal was used on the New York, New Haven & Hartford R.R. until about 1934.
date made
ca. 1880
used by
New York, New Haven, and Hartford Railroad Company
maker
Union Switch and Signal Company
ID Number
TR.308317
catalog number
308317
accession number
71800

Weems experimental electric locomotive

Currently not on view
Location
Currently not on view
date made
1889
ID Number
TR.181143
accession number
25856
catalog number
181143

Smith tricycle, ca. 1880

The H. B. Smith Machine Co., of Smithville, New Jersey was well-known as the manufacturer of Star bicycles, and apparently offered tricycles such as this one during 1887 and 1888. The wheel size of this one seems to date this tricycle to 1888.
Description
The H. B. Smith Machine Co., of Smithville, New Jersey was well-known as the manufacturer of Star bicycles, and apparently offered tricycles such as this one during 1887 and 1888. The wheel size of this one seems to date this tricycle to 1888. According to the donor, Robert Atwater Smith, this vehicle was called the American Lever tricycle, yet there is no evidence in any of the Smith catalogs to substantiate this statement. This tricycle was donated to the Smithsonian in 1901.
Location
Currently not on view
date made
ca 1880
maker
H. B. Smith Machine Co.
ID Number
TR.211501
catalog number
211501
accession number
38279

Oil Painting, Collins Line Steamship SS Atlantic

In 1840, Canadian Samuel Cunard inaugurated regular transatlantic steamship service from Liverpool, England to North America.
Description
In 1840, Canadian Samuel Cunard inaugurated regular transatlantic steamship service from Liverpool, England to North America. Within a few years, he had two competitors, one of whom was American Edward Knight Collins (1802-1878), owner of the Dramatic Line of Atlantic sailing packets.
Collins had been lobbying the U.S. government for nearly a decade for the subsidy of an American overseas steamship mail service, and in 1847 Congress authorized an annual transatlantic mail contract for $385,000. Won by Collins, the contract called for five steamships and bimonthly mail service from New York to Liverpool.
Collins founded the New York and Liverpool United States Mail Steamship Company (known as the Collins Line) and commissioned the four sister steamships Atlantic, Pacific, Arctic and Baltic. When service started in 1850, the Collins ships were the fastest, largest, and most magnificently appointed steamships in the world, with stained glass skylights, steam heat in the public rooms and 3,500-bottle wine cellars.
This painting shows the arrival of the Collins liner Atlantic in May 1850 after her maiden voyage from New York to Liverpool. Measuring 282 feet long and 2,856 tons, the Atlantic set a speed record on this passage, while consuming 87 tons of coal per day. Although the Collins line ceased operations in February 1858, the Atlantic was acquired by the U.S. Government for Civil War service. After the war it was operated by other owners until scrapped in 1871.
date made
1800s
US Congress awarded an annual transatlantic mail contract to Collins
1847
Collins Line service started
1850
Collins Line service ended
1858
Atlantic acquired by the government for Civil War service
1858
Atlantic scrapped
1871
Collins steamship line
New York and Liverpool United States Mail Steamship Company
ship owner
Collins, Edward Knight
ship owner and Knight's competitor
Cunard, Samuel
built SS <I>Atlantic</I>
Dramatic Line of Atlantic Sailing Packets
maker
Louis Honore Frederick Gamain
ID Number
TR.336491
accession number
1978.0362
catalog number
336491

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